September 2012

Comprehensive Mobility Plan Allahabad

Draft Final Report Comprehensive Mobility Plan for Allahabad Draft Final Report

Table of contents

Table of contents ...... i

List of Figures...... vi

List of Tables ...... x

List of Abbreviations ...... xii

1. Introduction ...... 1

1.1 Background ...... 1

1.2 Comprehensive Mobility Plan ...... 1

1.3 Need for Comprehensive Mobility Plan, Allahabad ...... 2

1.3.1 Improving mobility of people ...... 2

1.3.2 Integrated approach ...... 2

1.4 Scope of Work ...... 3

1.5 Status of the Project ...... 7

1.6 Structure of the report ...... 7

2 Approach and Methodology ...... 9

2.1 Approach ...... 9

2.2 Methodology...... 10

2.2.1 Collection and review of existing secondary information ...... 10

2.2.2 Collection of data through primary surveys ...... 11

2.2.3 Analyse existing traffic/transport situation ...... 12

2.2.4 Travel demand modeling ...... 12

2.2.5 Develop urban mobility plan ...... 12

3 City Profile ...... 13

3.1 Geographical setting ...... 13

3.2 Study Area...... 13

3.3 Regional Connectivity ...... 14

3.4 Growth Directions ...... 16 i Comprehensive Mobility Plan for Allahabad Draft Final Report

3.5 Land Use ...... 18

3.6 Demography ...... 20

3.7 Population Projection ...... 22

4 Existing Transportation Scenario ...... 24

4.1 Introduction ...... 24

4.2 Secondary data ...... 24

4.3 Primary data analysis...... 24

4.3.1 Road network characteristics ...... 24

4.3.2 Speed and Delay Profile ...... 28

4.3.3 Classified traffic volume count at mid-block locations ...... 30

4.3.4 Turning traffic volume counts at intersections locations ...... 31

4.3.5 Classified traffic volume counts at outer cordon locations ...... 33

4.3.6 Public transport characteristics ...... 36

4.3.7 Bus Terminals and Bus Depot ...... 37

4.3.8 Intermediate public transport characteristics ...... 39

4.3.9 Parking Characteristics ...... 39

4.3.10 Pedestrian volume count ...... 40

4.3.11 Railway Terminals ...... 41

4.3.12 Road safety ...... 42

4.3.13 Household Characteristics...... 43

4.4 Summary of data analysis ...... 44

4.5 Service Level Benchmark ...... 47

4.6 Conclusion...... 48

5 Travel Demand Assessment ...... 49

5.1 Background ...... 49

5.2 Model Structure ...... 49

5.3 Study Area Zoning ...... 50 ii Comprehensive Mobility Plan for Allahabad Draft Final Report

5.4 Network Development ...... 51

5.5 Base Year (2011) Travel Pattern ...... 51

5.6 Base Year (2011) Traffic Characteristics ...... 51

5.7 Trip Distribution and Pivoting Process ...... 52

5.8 Travel Demand Forecasting ...... 52

5.9 Traffic Forecast under Mobility Scenarios ...... 55

6 Mobility Plan ...... 58

6.1 Vision Statement ...... 58

6.2 Mobility Pillars ...... 58

6.3 Goals ...... 59

6.4 Objectives ...... 59

6.5 Mobility plan approach ...... 61

6.5.1 Integrated land use and transport strategy ...... 62

6.5.2 Mobility corridor strategy ...... 62

6.5.3 Public transit strategy ...... 64

6.5.4 Non-motorized transport strategy ...... 65

6.5.5 Freight management strategy ...... 65

6.5.6 Traffic engineering and management measures ...... 66

6.5.7 Travel Demand Management ...... 66

6.6 Mobility Plan ...... 66

6.6.1 Land Use and Transport ...... 66

6.6.2 Public Transit ...... 76

6.6.3 Non-Motorised Transport ...... 87

6.6.4 Area Traffic Improvement Plan ...... 92

6.6.5 Freight Management ...... 110

6.6.6 Traffic Engineering Measures ...... 112

6.7.1 Parking Management ...... 122

6.7.2 Education & Enforcement ...... 124 iii Comprehensive Mobility Plan for Allahabad Draft Final Report

6.7.3 Airport ...... 124

7 Implementation Programme and Costing ...... 126

7.1 Phasing Plan ...... 126

7.2 Project Prioritisation...... 126

7.3 Cost Estimation ...... 129

7.4 Funding Options ...... 131

7.5 Alternative Sources of Funding ...... 131

8 Institutional Framework ...... 134

8.1 Introduction ...... 134

8.2 Issues with the Present Institutional Set up ...... 136

8.3 Proposed Institutional Framework...... 137

8.3.1 Unified Metropolitan Transport Authority (UMTA) ...... 137

8.3.2 City Level Unified Metropolitan Transport Authority ...... 137

8.3.3 Broad Functions...... 137

8.3.4 Proposed Structure of UMTA ...... 138

8.3.5 Composition of UMTA...... 139

8.3.6 Legal backing of UMTA ...... 140

8.3.7 Manpower Requirement and Staffing Plan ...... 141

8.3.8 Urban Transport Fund (UTF) ...... 141

8.4 Eligibility Criteria and Approval Mechanism from the Fund ...... 143

9 Environmental and Social Impact Assessment ...... 144

9.1 National Level Policy and Legal Framework ...... 144

9.2 Screening and Identification of Impacts ...... 144

9.3 Location Impacts ...... 147

9.4 Construction Impacts ...... 148

9.5 Operation Impacts ...... 149

9.6 Social Impact ...... 150 iv Comprehensive Mobility Plan for Allahabad Draft Final Report

10 Outcomes ...... 152

10.1 Level of Service ...... 152

10.2 Improved Level of Service ...... 153

10.3 Conclusion...... 153

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List of Figures

Figure 1-1: Mela at Sangam, Allahabad ...... 1

Figure 2-1: Methodology for preparation of Comprehensive Mobility Plan, Allahabad ...... 10

Figure 3-1: Location of Allahabad ...... 13

Figure 3-2: Study area delineation ...... 15

Figure 3-3: Regional connectivity for Allahabad ...... 15

Figure 3-4: Allahabad growth during Mughal and British period...... 16

Figure 3-5: Spatial growth of Allahabad from 1994-2000 ...... 17

Figure 3-6: Civil lines area-grid iron pattern of roads...... 18

Figure 3-7: Land use distribution, 2001 and 2021 ...... 19

Figure 3-8: Proposed Land use Plan, 2021 ...... 20

Figure 3-9: Growth rates for population in Allahabad ...... 21

Figure 3-10: Ward wise population densities, 2001 ...... 21

Figure 3-11: Ward wise population densities, 2011 ...... 22

Figure 3-12: Projected Population for Allahabad ...... 22

Figure 4-1: Congested roads in old Allahabad ...... 25

Figure 4-2: Distribution of Road by Right of Way...... 27

Figure 4-3: Distribution of RoW Type ...... 27

Figure 4-4: Distribution by street light presence ...... 27

Figure 4-5: Road network in Allahabad ...... 28

Figure 4-6: Distribution of Carriage ...... 28

Figure 4-7: Speed and delay profile of road network in Allahabad...... 29

Figure 4-8: Traffic volume count at junctions (vehicle numbers) ...... 32

Figure 4-9: PCU count during morning and evening peak hours ...... 33

Figure 4-10: Traffic volume at cordon locations ...... 34

Figure 4-11: Composition of Total Traffic at Kanpur Road ...... 35

Figure 4-12: Composition of total traffic at Lucknow Road ...... 35 vi Comprehensive Mobility Plan for Allahabad Draft Final Report

Figure 4-13: Public Transport Routes in Allahabad ...... 37

Figure 4-14: Existing Bus Terminals in Allahabad ...... 38

Figure 4-15: Distribution of bus users by trip purpose ...... 38

Figure 4-16: Parking demand at major locations ...... 40

Figure 4-17: Distribution of railway users by trip purpose ...... 42

Figure 4-18: Accident profile ...... 42

Figure 4-19: Distribution household by household size ...... 43

Figure 4-20: Distribution Household by number of workers ...... 43

Figure 4-21: Distribution of Individuals by their household income ...... 43

Figure 4-22: Distribution of housolds by expenditure on transport ...... 44

Figure 5-1 Four Stage Transport Model Structure ...... 49

Figure 5-2 Traffic Analysis Zones for Allahabad ...... 50

Figure 5-3 Allahabad Road Network...... 51

Figure 5-4 Desire Line diagram for Base Year ...... 52

Figure 5-5 Identified Lite Bus Based Transit Corridors for the year 2031 ...... 55

Figure 6-1: Sustainable Mobility Solutions ...... 59

Figure 6-2: Integrated Land Use Transport Strategy ...... 62

Figure 6-3: Concept of Mobility Corridors for Allahabad ...... 63

Figure 6-4: Public Transit Strategy for Allahabad ...... 65

Figure 6-5: Traffic engineering measures ...... 66

Figure 6-6: Concept of four self – contained sub-cities ...... 68

Figure 6-7: Proposed locations for Induced Growth Centres ...... 69

Figure 6-8: Proposed mobility corridors ...... 71

Figure 6-9: Proposed new links ...... 72

Figure 6-10: Proposed bypasses ...... 75

Figure 6-11: Proposed River Bridges ...... 76

Figure 6-12: Proposed Public Transit System for Allahabad ...... 78 vii Comprehensive Mobility Plan for Allahabad Draft Final Report

Figure 6-13: Existing and Proposed Bus Terminals and Depots in Allahabad ...... 82

Figure 6-14: Locations of Proposed ROBs/Flyovers in Allahabad ...... 83

Figure 6-15: ITS architecture for promoting public transport ...... 84

Figure 6-16: Proposed NMT plan ...... 88

Figure 6-17: Locations of junctions for grade separated pedestrian facility ...... 90

Figure 6-18: Typical drawing of a raised crossing ...... 91

Figure 6-19: Examples of raised crossing ...... 91

Figure 6-20: Improvements for Civil lines/MG road (from High Court to Hanumat Niketan) ...... 95

Figure 6-21: Improvement for Kutchery and Katra Market Area ...... 97

Figure 6-22: Improvements for Railway Station and Johnsonganj ...... 99

Figure 6-23: Improvements for Khusro Bagh and Khuldabad Area...... 100

Figure 6-24: Improvements for Ram Bagh, Medical, Sohbatiya Bagh and Alopi Bagh Area ...... 102

Figure 6-25: Improvements for Chowk and Ghantaghar ...... 104

Figure 6-26: Improvements for the underpasses ...... 105

Figure 6-27: Stretches and intersections for lighting ...... 107

Figure 6-28: Traffic Signages ...... 108

Figure 6-29: Locations for Traffic Signages ...... 108

Figure 6-30: Stretches for Road Markings ...... 109

Figure 6-31: Proposals for Freight Management ...... 111

Figure 6-32: Phaphamau Junction Improvement ...... 114

Figure 6-33: MNIT Junction Improvement ...... 115

Figure 6-34: Traffic line Intersection Improvement ...... 116

Figure 6-35: Mayohall Intersection Improvement ...... 117

Figure 6-36: Income tax intersection & Hanumat Niketan Intersection Improvement ...... 118

Figure 6-37: Johnsonganj Intersection Improvement ...... 119

Figure 6-38: Railway Station city side Intersection Improvement ...... 120

Figure 6-39: Balson Intersection Improvement ...... 121 viii Comprehensive Mobility Plan for Allahabad Draft Final Report

Figure 6-40: Proposed locations for off-street parking lots ...... 123

Figure 6-41: Streets for On-street Parking ...... 124

Figure 8-1: Departments and Organisations involved in Urban Affairs and Urban Transport ...... 134

Figure 8-2: Departments and Organisations involved in Urban Affairs and Urban Transport ...... 140

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List of Tables

Table 3-1: Proposed Land use distribution, 2021 ...... 19

Table 3-2: Population Growth Rates for Allahabad ...... 20

Table 4-1: Right-of-way for major roads...... 26

Table 4-2: Daily traffic volume (16 hr.) at mid – block locations ...... 30

Table 4-3: Peak hour traffic intensities ...... 30

Table 4-4: Average traffic volume at major intersections ...... 31

Table 4-5: Peak hour traffic distribution at intersections ...... 32

Table 4-6: Total traffic distribution at outer cordon locations ...... 33

Table 4-7: Details of traffic characteristics at outer cordon ...... 34

Table 4-8 Local bus routes ...... 36

Table 4-9: Fare structure: Public Transport ...... 37

Table 4-10: Daily boarding/alighting at bus terminals ...... 38

Table 4-11: IPT Routes (shared taxi) in Allahabad ...... 39

Table 4-12: PV2 values at some of the important intersections ...... 41

Table 4-13: Daily boarding/alighting at railway stations ...... 41

Table 4-14 V/C ratios of some of the major roads ...... 47

Table 4-15 Service Level Benchmark ...... 47

Table 5-1 Base Year Travel Characteristics ...... 52

Table 5-2 Projected Population and Employment ...... 53

Table 5-3 Estimated Total Trips for Horizon Period ...... 53

Table 5-4 Mode Shares for Motorized passenger modes in 2031 for different Scenarios ...... 56

Table 5-5: V/C Ratios on Selected Corridors for Different Scenarios in 2031...... 56

Table 6-1: Road widening proposals for Allahabad ...... 73

Table 6-2: New Terminals cum Depots for bus Public Transport ...... 81

Table 6-3 Pedestrian-vehicular conflict represented by PV2 ...... 89

Table 6-4: Problems and suggested interventions ...... 112 x Comprehensive Mobility Plan for Allahabad Draft Final Report

Table 7-1: Prioritisation and Phasing of Projects ...... 127

Table 7-2: Phase wise cost details ...... 129

Table 7-3: Detailed costing of Projects in Phase I ...... 129

Table 7-4: Detailed costing of Projects in Phase II ...... 130

Table 7-5: Detailed costing of Projects in Phase III ...... 130

Table 9-1: Environmental Impacts of Important Projects ...... 144

Table 9-2: Project Impacts ...... 150

Table 10-1: Scenario wise outcomes ...... 152

Table 10-2: Overall LOS...... 153

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List of Abbreviations

ADA Allahabad Development Authority ADA Allahabad Development Authority ANN Allahabad Nagar Nigam CDP City Development Plan CMP Comprehensive Mobility Plan DPR Detailed Project Report ECS Equivalent Car Space IPT Intermediate Public Transport JnNURM Jawaharlal Nehru National Urban Renewal Mission LCV Light Capacity Vehicle MAV Multi Axle Vehicle MoUD Ministry of Urban Development NHDP National Highway Development Program NMT Non Motorized Transport NUTP National Urban Transport Policy PPP Public Private Partnership TSM Transport System Management V/C Ratio Volume/Capacity Ratio

xii Comprehensive Mobility Plan for Allahabad Draft Final Report

1. Introduction

1.1 Background

Allahabad is one of the major cities of Uttar Pradesh, with religious and tourist significance at national and international level. The presence of the holy Triveni Sangam, which is the confluence of the rivers Ganga, Yamuna and Saraswati, further strengthens the strategic influence that Allahabad has in the state and the region. The annual Magh Mela and the Figure 1-1: Mela at Sangam, Allahabad world renowned Kumbh Mela which is held once in every four years are other major attractions in Allahabad.

Besides the above religious attractions, Allahabad over the last few years has undergone widespread urbanization owing to increased industrialization and motorization. Travel demands have grown faster than the population and expansion of the city, resulting in increased movement between the city center and the suburbs. A variety of modes such as walking, cycling, two-wheelers, para-transit, public transport, cars, etc. are used to meet the travel needs in the urban areas. Public transit systems world over are struggling to compete with private modes and the shift towards the latter is noticeable in Allahabad as well; the predominant modes being car, two-wheelers, and other intermediary modes. The resultant outcomes have been increasing congestion, increase in the number of accidents and rising pollution levels. In light of these, the city of Allahabad is attempting to develop an integrated solution to meet its accessibility and mobility needs.

1.2 Comprehensive Mobility Plan

A Comprehensive Mobility Plan (CMP) is a strategy vision document that defines the Mobility Vision for the city which is in synchronization with the city’s Master Plan and details out strategies and actions for achieving the objectives for enhancing mobility of the people, encouraging all modes of Public Transport, Intermediate Public Transport (IPT), Non- motorised transport including walking as a modal option. The CMP addresses the traffic growth of all modes of transportation and suggests a direction for a sustainable multi-modal transport system for the city.

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1.3 Need for Comprehensive Mobility Plan, Allahabad

1.3.1 Improving mobility of people

The city of the holy rivers, Allahabad, has lately witnessed unprecedented urbanization. The urban sprawl has extended far beyond the existing territorial jurisdiction of the city administration and is continuing to spill over into the fringe areas. Despite number of provisions and measures being adopted, the impact of uncontrolled urbanization is widespread. Although a number of measures have been adopted by the city authority to improve basic infrastructure services, congested roads and increasing traffic numbers remain the major issue. Limited road widths together with increase in number of private vehicles have led to traffic congestion and delays becoming common phenomenon. The situation becomes more acute during peak hours.

Growth and development of commercial activities along both sides of the road and on-street parking of private vehicles by resident users, has further aggravated the situation. On the other hand, the pedestrians have become more vulnerable due to lack of dedicated pedestrian lanes. In areas like High Court, Railway Station City side, Johnsonganj etc. without adequate movement space for pedestrians and cyclists, the use of NMT is highly discouraged. Thus, in order to sustain its glory and to promote it as one of the most accessible heritage rich city of the country, Allahabad requires a comprehensive vision document for urban mobility. This vision document should bring out the transport infrastructural needs and requirements of Allahabad for both the existing situation and future years upto 2031 in conjunction with the other plans and schemes (such as Master Plan or Development Plan etc.) as conceived by authorities.

The Comprehensive Mobility Plan for Allahabad aims at developing an integrated land use transport vision document for creating an organized transport system to achieve sustainable mobility goal for Allahabad. The CMP for Allahabad should emphasize on movement of people and goods by both motorized and non-motorized mode of transport giving priority to public transport.

1.3.2 Integrated approach

As per the National Urban Transport Policy (NUTP), it is important to focus on personal mobility to achieve cost-effective and equitable urban transport measures through an appropriate and consistent methodology. Accordingly, the Ministry of Urban Development, Government of India (MoUD) encourages each city to prepare a CMP as part of long-term urban transport strategy for sustainable improvement in the mobility of people and goods in regions, which is integrated with the land use plan. CMP should also highlight the projected

2 Comprehensive Mobility Plan for Allahabad Draft Final Report

mobility needs of the city as also the manner in which such mobility needs are proposed to be met. As per MoUD, CMP is a pre-requisite for submission of Detailed Project Reports (DPRs) for JnNURM funding for transport infrastructure projects.

City civic agencies have undertaken various programmes/studies on improving the transportation system. Several road widening and network improvement proposals (including planning and construction of flyovers, junction improvement etc.) are undertaken. These programmes are sometimes isolated from each other, with each of them being planned to meet an objective set by the respective program. There is a strong need for coordinated implementation strategy for these projects in the entire study city.

1.4 Scope of Work

The scope of work for preparation of Comprehensive Mobility Plan for Allahabad is given below:

(i) Define objectives of the Mobility Plan and delineate the planning area and horizon of the mobility plan.

Task 1: Delineation of the planning area and the planning horizon

 Delineation of planning boundary for Mobility Plan based on existing planning and municipal area boundary and discussions with relevant agencies.

 Defining short, medium and long term planning horizons. The target duration of the CMP would be 20 years, from the base year. In addition, 2 years and 10 years would be defined as short-term and mid-term target years respectively.

Task 2: Define objectives of the Mobility Plan

Define objectives of preparation of the Mobility Plan. These objectives would aim at addressing following aspects:

 To develop a long-term strategy for the desirable city mobility pattern that recognizes all transport modes and avoids a piecemeal, reactive approach to arising problems

 Improvement and promotion of public transport, NMVs and pedestrians as important transport modes

 To promote integrated land use and transport planning

 To develop an urban transport strategy that is in line with the current National Urban Transport Policy (NUTP)

3 Comprehensive Mobility Plan for Allahabad Draft Final Report

 To ensure that the most appropriate, sustainable, and cost-effective investments are made in the transport sector

(ii) Demand-supply gap analysis of transportation needs and related infrastructure over the planning horizon.

Task 3: Collection of secondary information and primary data

 UMTC shall compile and update available relevant information from various past studies carried out in the study area. UMTC shall identify the data gaps and additional data requirements.

 Data on existing land use and land use plans would be collected and presented, through a detailed review of existing development plans, including the Master Plan and/or the City Development Plan (CDP). In particular, new development areas that will affect transport demand in the planning area should be inventoried and summarized.

 The secondary data required for the development of study will be collected from various sources primarily from the government/planning organizations of the study area.

 The secondary data collected would be used in studying the past and existing growth pattern, land use plan of the city & its suburbs. The data would also be used in projecting future growth patterns, land use patterns and possible growth directions.

 In case, there are data gaps or the survey data is more than 2 years old, if considered necessary in consultation with the client, fresh primary surveys shall be carried out by UMTC. The primary data would help in analysis of travel and traffic characteristics of the city along with travel pattern of the city population.

Task 4: Travel demand modeling

The purpose of travel demand modeling is to project future travel demand in order to estimate the likely consequences of several alternatives. The travel demand forecasts will be carried out for different horizon years. The traffic forecast will be for different modes and in different alternate scenarios and for different time slabs. Transportation demand will be estimated for both passengers as well as goods traffic.

Task 5: Infrastructure demand-supply gap analysis

Based on the information/data collected, and existing and projected travel demand, requirements of transport related infrastructure needs would be estimated. On the basis of road and transport infrastructure inventory available through secondary data and primary

4 Comprehensive Mobility Plan for Allahabad Draft Final Report

surveys, a gap analysis of the infrastructure requirements over the horizon year would be estimated.

(iii) Assessment of existing problems and issues for mobility of people and goods within the study area.

Task 6: Analysis of existing traffic/transport situation

Based on the information/data collected, an analysis of the transport and traffic situation would be carried out, identifying urban transport characteristics and issues for the city. The existing transport related problems and issues would be classified into following heads:

 Public transportation

 Intermediate Public Transport

 Pedestrian and other Non-Motorized Transport

 Personal Motorized Transport

 Road network

 Intersections (both at grade and grade separated)

 Parking facilities

 Freight movement

 Multi-modal transport options including Ropeway, Waterway etc

 Traffic signals, Traffic signage, lane marking, street furniture

 Passenger and freight terminals including logistic hubs

 Safety and Others

(iv) Develop Urban Mobility Plan

Task 7: Define mobility vision and goals

Define a long term mobility vision for the city that would define the desired form of long-term urban transport system in the city.

Task 8: Identify strategies and action plan for achieving the mobility vision

On the basis of the travel demand model, demand-supply gap analysis and assessment of the existing traffic and transport situation, strategies and plan would be formulated for achieving the mobility vision and goals set thereof.

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Task 9: Identification of projects and policy measures that the city authorities would need to implement as part of the mobility plan

A set of specific projects and policy measures would be identified that the city authorities would need to implement as part of the Mobility Plan. These projects and proposals could be categorized into following categories:

(i) Public Transport Improvement Plan

(ii) Road Network Development Plan

(iii) NMT Facilities

(iv) Mobility Management Measures

(v) Regulatory and Institutional Measures

(vi) Fiscal Measures

Task 10: Prioritization of projects

The proposed projects/measures would be evaluated and prioritized based on the implementation time period and priority. All the measures would be prioritized into short, medium and long-term along with justification and block cost estimates.

(v) Implementation program

Task 11: Stakeholder consultations

To make the mobility plan a collaborative effort, detailed workshop meetings will be held to solicit the comments and concerns from the stakeholders and disseminate the findings of the draft mobility plan. Input from the stakeholder workshops and meetings would provide input to the development of the mobility plan on various aspects and issues of the transportation system. The mobility plan would be updated accordingly.

Task 12: Implementation plan

An implementation programme including practical procedures to implement the proposed measures, in terms of timeframe, financing options would be prepared, identifying key agencies for implementing the proposed measures. The CMP would identify a number of specific projects that need to be taken up for implementation. Many of these projects can be taken up on a PPP framework, but some would not be amenable to such an approach and would need to be developed through funding from the Government. In the CMP, UMTC would identify those projects that can be taken up on a PPP format and projects that will need to be taken up through Government funding.

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1.5 Status of the Project

1. Inception Report: Scope of work, area under study, list of primary survey to be conducted, list of secondary data collected, list of stakeholders consulted. 2. Interim Report: GIS mapping of the study area, analysis of secondary and primary survey data, evaluation of existing transport scenario of the city and project concepts based on preliminary analysis and site observations. 3. Draft Final Report: Development of Travel Demand Model using transportation software to project the transport scenario for the both base year and horizon year, establishment of traffic and transportation issues, and formulation of draft proposals in respect of mobility corridors, public transport, non motorized transport and pedestrian facility, parking and freight etc. 4. Final Report: Based on the feedback obtained from stakeholders the proposals discussed in the Draft Final Report shall be reformulated or modified as required with detailed block cost estimates.

1.6 Structure of the report

This Draft Final Report consists of nine chapters - Profile of Allahabad, Approach and Methodology, Existing Transportation Scenario, Travel Demand Assessment, Mobility Plan Strategies, Implementation Programme and Costing, Institutional Framework, Environmental and Social Impact Assessment and Outcomes.

Chapter One, “Introduction” describes the need for CMP for Allahabad and the scope of work for the preparation of the Comprehensive Mobility Plan for the city.

Chapter Two discusses the “Approach and Methodology” adopted to prepare Comprehensive Mobility Plan for Allahabad.

Chapter Three highlights the profile of Allahabad city covering aspects such as connectivity, demography and important centres of attraction.

Chapter Four describes the “Existing Transportation Scenario” of the study area in terms of network, traffic and travel, parking, pedestrian and public transport characteristics based on both primary and secondary data.

Chapter Five “Travel Demand Assessment” describes the process of developing transportation model to forecast the future or horizon year travel demand. This chapter also describes the process of scenario building to arrive at feasible and sustainable mobility goal for Allahabad.

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Chapter Six on “Mobility Plan Strategies and Projects” describes the various approaches for achieving mobility vision of the study area. This chapter include identification of number of intervention measures ranging from landuse-transport integration to junction improvement for improving mobility of the study area based on data analysis and transportation model.

Chapter Seven “Implementation Programme and Costing” defines phases for implementing the projects identified in chapter five in terms of priority. This chapter also describes the cost estimates associated with implementation of each projects. The financing options to implement each of the projects are also described in this chapter.

Chapter Eight “Institutional Framework” describes the pros and cons of existing city and state level institutional structures responsible for managing and monitoring urban transport. This chapter recommends number of reform measures for improvement of existing city and state level institutional structures.

Chapter Nine “Environmental and Social Impact Assessment” describes the environmental and social impacts of projects identified.

Chapter Ten on “Outcomes” assessed the outcomes and accordingly justifies the projects suggested in terms of overall improvement in mobility situation.

The primary survey formats, detailed existing situation analysis and population and employment projections are annexed with the report.

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2 Approach and Methodology

2.1 Approach

The methodology for preparing CMP for Allahabad has been formulated after studying the need for preparing the CMP and is based on following aspects:

1. Demographic characteristics of Allahabad 2. Land use characteristics of Allahabad 3. Traffic & travel characteristics of Allahabad 4. Challenges and issues relating to mobility of residents of Allahabad 5. Suggestions and inputs of project stakeholders 6. Guidelines of National Urban Transport Policy

The methodology for preparation of CMP, Allahabad is shown in Figure 2-1. As per the JNNURM guidelines, the broad scope for the Comprehensive Mobility Plan for a city is defined. However, considering the distinct characteristics of each of the city, there is a flexibility of adopting a city-specific approach towards strategizing a mobility vision and plan for the city.

Allahabad being an ancient city with a multi-varied activity base such as religious, business and others, hence an inclusive methodology to prepare a focused vision, goals and objectives based on recent and updated database is essential. The methodology shall include primary and secondary data collection which shall be used to study the existing transportation system. Since secondary data may be old, hence primary surveys especially transport demand surveys such as volume counts, origin-destination survey, parking and pedestrian survey, household surveys become essential. Analysis of this primary and secondary information along with inputs from land use information shall then be used to develop transport demand model for base year scenario. Based on the existing scenario, a mobility vision for Allahabad shall be developed with goals and specific objectives. Together with goals and objectives and inputs from urban growth strategies, future growth and travel demand scenarios shall be developed alongwith the transport demand model. Working out a development strategy through project identification, costing and implementation framework will be further taken up. Based on the vision and goals set out, the prioritization of projects based on time and priority shall be done.

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Figure 2-1: Methodology for preparation of Comprehensive Mobility Plan, Allahabad

2.2 Methodology

As given in Figure 2-1, the following steps explain the methodology undertaken for the study.

2.2.1 Collection and review of existing secondary information UMTC, with assistance from all stakeholders has compiled and updated all available relevant information from various past studies carried out in the study area. During the process, UMTC has identified the data gaps and additional data requirements and

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accordingly, UMTC has carried out number of primary surveys. Data on existing land use and land use plans have been collected and presented, through a detailed review of existing development plans, including the Master Plan and the City Development Plan (CDP). The secondary data as required for the development of study has been collected from various sources primarily from the government/planning organizations of the study area.

2.2.2 Collection of data through primary surveys

A number of primary surveys such as traffic survey, household survey and GIS mapping of the study area have been carried out by UMTC. An illustrative list of surveys conducted by UMTC, is enlisted below:

 Road network inventory  Speed & Delay survey  Household survey  Outer cordon classified traffic volume count  Outer cordon origin-destination survey  Turning traffic volume count at intersection  Classified traffic volume count at mid block  Pedestrian count at intersection  Pedestrian count at mid blocks  Transport infrastructure user opinion survey  Bus terminal OD interview survey  Railway terminal survey  On-street parking survey  Off street parking survey (12 Hrs.)  Truck operator survey  Taxi & IPT operator surveys Details of primary surveys are furnished in Annexure. The information collected from secondary source and primary surveys are used for assessment of existing travel pattern and for development of transportation modal, model validation and forecasting of future travel demand.

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2.2.3 Analyse existing traffic/transport situation Based on the information/data collected, a basic analysis of the transport and traffic situation was done, identifying characteristics and issues for the city, which includes analysis of existing urban transport situation and traffic characteristics.

2.2.4 Travel demand modeling The purpose of travel demand modeling has been to project future travel demand in order to estimate the likely consequences of several alternatives taking into consideration the “Do- nothing Alternative”.

The travel demand forecast has been done for different horizon years. The forecast has been done for different modes, in different alternative scenarios.

2.2.5 Develop urban mobility plan The Urban Mobility Plan includes development of vision and goals, planning of short-term improvement measures such as pedestrian and other non-motorized transport, public transportation, road network etc., planning of medium and long range measures, along with cost estimates and prioritization of project. To make the mobility plan a collaborative effort, detailed meetings, consultation were held to solicit the comments and concerns from the stakeholders and disseminate the findings of the draft mobility plan. Input from the stakeholder meetings provided input to the development of the mobility plan on various aspects and issues of the transportation system.

12 Comprehensive Mobility Plan for Allahabad Draft Final Report 3 City Profile

The city of Allahabad, founded by Mughal Emperor Akbar in the year 1575 AD by the name of ‘Illahabas’, is the modern Allahabad today. The city located in alluvial plains of rivers Ganga and Yamuna, is a city of historical, cultural and religious significance.

3.1 Geographical setting

It is located in the north Indian state of Uttar Pradesh, lying some 205 km south of the state capital, Lucknow. It is the administrative headquarters of the Allahabad District. Geographically located at 25°28’ N latitude, 81°54’ E longitude, there can be three distinct physical parts of the city, quite like the district itself – (i) Trans-Ganga or the Gangapar Plain, (ii) the Ganga-Yamuna doab (confluence), and (iii) Trans-Yamuna or the Yamuna par tract, all three of which are formed by Ganga and its tributary Yamuna, the latter joining the former at Allahabad, the confluence being known as Sangam. Refer Figure 3-1.

Figure 3-1: Location of Allahabad

Sangam

Source: Google Earth 3.2 Study Area

As per guidelines of Ministry of Urban Development, Government of India, the study area for the Comprehensive Mobility Plan (CMP) should cover a larger planning area including the municipal corporation area limits. Thus, for the purpose of this study, the spatial limits have been delineated after considering the municipal boundary, the planning area limits, growth pattern of the city, extent of urbanisation, urban settlements and fringe area limits and their impact on the future transport needs of the city. The jurisdictions of various agencies and statutory documents are described below:

13 Comprehensive Mobility Plan for Allahabad Draft Final Report

Allahabad Nagar Nigam (ANN): The Allahabad Nagar Nigam covers an area of about 84 sq.km divided into 80 municipal wards. The ANN covers the entire existing main Allahabad city area from the banks of river Ganga in the north to the banks of river Yamuna in the south, also extending beyond Yamuna with a major portion of Naini area under it. The main city extends towards the west, towards Bamrauli airport bringing Subedarganj and Prayag Dairy under its jurisdiction. Also the main Phaphamau urban area including the main market area falls under the jurisdiction of ANN.

Cantonment Board (CB): The Cantonment area in Allahabad is spread over three sections. The main Cantonment Board area is located on the western edge of the city bulk, around Carriapa Road. Thereafter, a significant area is under the Cantonment Board jurisdiction along the Bank Road. Further the Fort area next to the Minto Park is also under the Cantonment Board. Refer Figure 3-2.

Allahabad Development Authority: The Allahabad Development Authority is the agency responsible for preparation of the Master Plan for Allahabad, thereby guiding the growth of the area. The 2001 Allahabad Master Plan planned for an area of 216 sq. km which the 2021 Master Plan extended to 309.27 sq. km for planning and has prepared the land use plan for the same. This area includes the areas of Naini, Phaphamau and Jhunsi.

The Study Area: Since the Master Plan for Allahabad envisages an urbanized development for 309.27 sq. km, and a major portion of the same is not yet developed, as also considering the trend of actual development of area as against the planned area, the developed/urbanized area is expected to be 309.27 sq.km and ideal to be taken up as the study area. Hence, though the study focuses on the existing study area and the proposed planned area, the area under consideration for providing total mobility solution to the city is the Allahabad Development Authority’s Master Plan Area spread over 500 sq.km (approx). The hierarchy of jurisdiction areas is shown in Figure 3-2.

3.3 Regional Connectivity

Allahabad is well connected with other parts of the country by rail and road network. Existing NH-2 (Grand Trunk Road) divides the city into two parts, the Civil Lines area and the Old City area. The Allahabad Bypass, connecting NH-2, is a part of the National Highway Development Program (NHDP). The city lies on Delhi-Calcutta rail route of Eastern Railways and has direct rail connections with important cities viz. Kolkata, Delhi, Patna, Guwahati, Chennai, Mumbai, Gwalior, Meerut, Lucknow, Kanpur and Varanasi. The regional connectivity is shown in Figure 3-3.

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Figure 3-2: Study area delineation

Figure 3-3: Regional connectivity for Allahabad

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3.4 Growth Directions

Acknowledging the immense navigational potential of its rivers, Akbar built a magnificent fort overlooking the quiet flowing Yamuna. In medieval India, the city was the religious-cultural centre of India. For a long time, it was the provincial capital of the Mughals. During the British era, the British army used the fort for their military purposes. Over the years, the city has grown and with the advent of the satellite imageries, the urban sprawl 1994 and 2000, as available indicate marked increase in urban activity over the years. Refer Figure 3-4. There is marked increase in the main city of Allahabad as well as Naini and Phaphamau which appeared as a small group of houses in 1994, but started spreading outwards and forming a sort of continuum towards the main city by 2000.

Figure 3-4: Allahabad growth during Mughal and British period

Mughal Period British Era

Source: CDP-Allahabad, 2005

As per the Allahabad Master Plan 2001, Allahabad Development Authority (ADA) had earmarked about 216.89 sq. km area under the planning area. The Master Plan 2021 has increased the planning area to 309.17 sq. km, an increase of 92.27 sq. km. Of the total 309.17 sq. km, about 132.49 sq. km falls under Allahabad; Naini has an area of 105.46 sq. km while Jhunsi and Phaphamau have about 35.29 sq. km and 35.92 sq. km respectively.

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Figure 3-5: Spatial growth of Allahabad from 1994-2000

Source: CDP-Allahabad, 2005

Since the city of Allahabad is bound by the rivers Ganga and Yamuna in the northern, eastern and southern sides, the city has shown significant linear growth along the NH-2 towards the airport in the western direction. However, owing to river acting as a physical constraint for main city and availability of potential developable areas across the rivers in Naini, Jhunsi and Phaphamau, and high levels of connectivity through road and rail, significant growth has taken place in these areas. Naini and Phaphamau, which developed as a small group of houses in 1994, started spreading outwards and forming a continuum towards the main city by 2000 as shown in Figure 3-5. Of the total developed land, 51.84 sq.km of land is developed in Allahabad, 27.07 sq.km in Naini, 9.08 sq.km has been developed in Jhunsi while about 6.18 sq.km has been developed in Phaphamau.

As mentioned earlier, the NH2 divides the city into two halves. The old city area is located in the southern part. The area is heavily built-up and characterized by mixed commercial, residential and transport related activities, although majority of the area is dotted with narrow lanes. The northern part, which is the Civil Lines area is a well- planned area developed in a grid-iron pattern. Refer Figure 3-7. The development authority has also prepared zonal plan for this zone.

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Figure 3-6: Civil lines area-grid iron pattern of roads 3.5 Land Use

As per the Allahabad Master Plan 2001, a total of 216.89 sq.km land was proposed to be developed, whereas as per the land use survey conducted in 2002, only about 43.42% of that i.e 94.18 sq.km were developed. The proposed future growth for Allahabad is clearly outlined by the Allahabad Master Plan 2021. Refer Figure 3-9. . The current master plan covers about 309.17 sq.km of land under different categories of land use of which the residential land use covers 36%, commercial 2.41%, industrial 5.57%, recreational 16.02%, public/semi-public 3.82%, public utilities include 2.23% while transportation is allocated 12.09% of land. However, a significant 13.26% is put to other uses such as horticulture, forestry, dairy farms etc. The proposed land use distribution is given below in Figure 3-7. Figure 3-7 also shows land use distribution in 2001 master plan and 2021. Figure 3-8 shows the proposed land use distribution plan for 2021. Table 3-1 lists out the distribution of the master plan area under different lands use categories.

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Table 3-1: Proposed Land use distribution, 2021 S.No. Land use Area (ha) Percentage (%) 1 Residential 111.64 36.11 2 Commercial 7.46 2.41 3 Industrial 17.22 5.57 4 Government 26.24 8.49 5 Recreational 49.53 16.02 6 Public/semi-public 11.79 3.82 7 Public utilities 6.90 2.23 8 Transportation 37.36 12.08 9 Other land uses 40.99 13.26 Total 309.17 100 Source: Allahabad Master Plan-2021

Figure 3-7: Land use distribution, 2001 and 2021

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Figure 3-8: Proposed Land use Plan, 2021

Source: CDP Allahabad – 2005 3.6 Demography

As is evident from Table 2-1, the population of the city has been growing continuously and there has also been not much variation in the growth rates over the past few decades except for the decade 1961-71. Table 3-2 and Figure 3-9 shows the growth trend of population.

Table 3-2: Population Growth Rates for Allahabad

Year Population Growth Rate (%) 1951 3,32,295 ----- 1961 4,30,730 29.62 1971 5,13,036 19.11 1981 6,50,070 26.71 1991 8,44,546 29.92 2001 10,42,229* 23.41 Source: CDP, Allahabad, 2005 *Census 2001, CDP, Allahabad (MC+OG+CB)

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The total population for the study area is 13, 34,870 (Census of India, 2011). The urban area constitutes of the Allahabad Figure 3-9: Growth rates for population in Allahabad Municipal Corporation area (ward 1-80) and outgrowth areas including Subedarganj Railway Colony, Begum Bazar, Bhagal Purwa, Kodra, IOC Colony etc. The Municipal Corporation area houses a major bulk of the population equivalent to 10, 87,117 (Census of India, 2011; Source: ANN). As per the CDP-Allahabad, the population densities in the municipal area vary as shown in Figure 3-10. Figure 3-10: Ward wise population densities, 2001

Source: CDP Allahabad – 2005

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The population densities in municipal wards as per 2011 census are given below in Figure 3-11. Comparing Figure 3-11 and Figure 3-11, it is observed that ward numbers 1, 4, 49, 43 and many more have undergone extensive population growth which is reflected in their growth of population densities.

Figure 3-11: Ward wise population densities, 2011

3.7 Population Projection

As per the Development Plan prepared by Allahabad Development Authority, the population of Allahabad Master Plan Area for 2001 was estimated to be 12 lakhs with growth rate of 42% and in conjugation with the proposed development, the Figure 3-12: Projected Population for Allahabad planned area is expected to

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accommodate a population of 22,60,000 by 2021. Keeping the Master Plan projections intact, and considering the high rate of growth in the area, the CMP for Allahabad has also projected the population of Allahabad for the horizon year i.e for 2031 as 30 lakhs. The projected population is shown in

23 Comprehensive Mobility Plan for Allahabad Draft Final Report

4 Existing Transportation Scenario

4.1 Introduction

Assessment of traffic characteristics within an urban area is an essential pre-requisite to appreciate the problems with respect to traffic movement and to understand the need for organizing the same in an efficient and economical manner. Traffic characteristics help in appreciating the spatial and temporal features of travel within the area, relationship of traffic intensity with network capacity and the prevailing level of service obtained on various corridors of the network in the study area. This appreciation and understanding is essential for identifying the present conditions and constraints for formulating suitable policies and strategies, selecting relevant systems, and designing individual components of the system.

Apart from collection, compilation and analysis of secondary data, in order to appreciate an in-depth and comprehensive traffic and transport system and to understand mobility pattern of Allahabad, a number of primary surveys (details in Annexure) were conducted within the study area such as classified traffic volume count at outer cordons and junctions, origin destination survey at outer cordon, household survey, parking survey, pedestrian survey, speed & delay survey etc. Based on secondary data and primary data, the analysis and inferences of existing transportation scenario of Allahabad are depicted herein. 4.2 Secondary data

Secondary data collected from the Allahabad Nagar Nigam, Allahabad Development Authority and various other departments and officials was reviewed to under the transportation scenario in Allahabad. However, majority of the secondary data available was found to be outdated and hence, post review and analysis, primary surveys as discussed earlier were conducted.

4.3 Primary data analysis

The secondary data collected from various departments helped in understanding the basic structure and working of the city. However, majority of the secondary data and information is old and required updation. In order to update the same, primary surveys as detailed in annexure were conducted. The Existing Transportation Scenario for Allahabad based on analysis of primary and secondary data is given below.

4.3.1 Road network characteristics

The appreciation of road network characteristics is important to assess existing capacity level of the roads, existing level of service, identify the constraints, if any, and assess the

24 Comprehensive Mobility Plan for Allahabad Draft Final Report

potential for improvement/ up-gradation of the road network to cater to the existing and projected demands of traffic. The details are discussed below.

4.3.1.1 General Appraisal

The Allahabad Master Plan 2001 envisaged about 11% land under transportation whereas the Master Plan 2021 has increased it to 12.08%. Although the percentage of land under transportation is within the desirable range, the road network within the city is not well developed. The road network characteristics vary through the city. The road network is characteristic to areas which can be divided into three major areas in terms of road hierarchy: the old city area, the civil lines, and the outgrowth area.

Allahabad has National Highway 2, cutting across the city, thereby dividing the city into two strikingly different developments, namely the Old City core area and the organised and planned Civil Lines area. NH 27 originates from NH 2 to enter Naini, where it bifurcates with one arm towards Rewa and the other towards Mirzapur. NH 24 enters Phaphamau across the river Ganga along the Lord Curzon Bridge, which goes towards Lucknow. Other major arterial and sub-arterials roads in Allahabad include Stanley Road, M.G. Road, Purushottam Das Tandon Marg, Kasturba Gandhi Marg, Motilal Nehru Road etc. Other major roads in Allahabad are leader Road, Civil Lines, Master Zaharul Hasan Marg, Carriapa Road etc.

The old city has an irregular road network comprising of major roads, which are almost 2-3 lane wide. A conspicuous feature of the layout of arteries is that all of them are linked with the main transport artery, the Grand Trunk Road which passes through the heart of the area and hence interlinked with each other. The secondary roads are narrower and Figure 4-1: Congested roads in old Allahabad congested due to encroachment; the best examples are Attarsuiya and Malviya Nagar. The old city comprises of closely spaced residential areas of Mohatsamganj, Badshahi Mandi, Bahadurganj and Malviya Nagar. Another significant observation made is that in the south of the GT road, there is an absence of broad roads, whereas to its north lie the major broad, arterial road network of Zero Road, Leader Road, Swami Vivekanand Road, Johnsonganj Road etc. Figure 2-12 shows the major road network of Allahabad city.

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The Civil Lines area is a well planned in the form of gridiron pattern interspersed with open- park like spaces. The major roads have a 4-lane divided carriageway with wide footpaths on either side. The collector roads are 2 to 3 lanes wide and intersect the major roads at traffic rotary. The area is divided from the old city by Allahabad railway station.

The rest of the city comprises of Mumfordganj and Phaphamau in the north, Allapur in the east and Naini in the south. The road network in these areas varies from 2 lanes to a single lane. The population density in some of the areas is too high; this coupled with unplanned development results in complicated traffic problems.

4.3.1.2 Length of Right-of-Way (RoW)

The existing right-of-ways for road network in Allahabad vary upto 30m. Although the Master Plan for Allahabad lists the existing right-of-ways as given in table 4-1, the effective right-of-ways as of now are much low.

Table 4-1: Right-of-way for major roads

S.No. Road Name Right of Way 1 Nawab Yusuf Road 24-30 2 Mahatma Gandhi Marg 41-60 3 Lal Bahadur Shastri Marg 22-32 4 Maharishi Dayanand Marg 41-62 5 Sarojini Naidu Marg 30-40 6 Sardar Patel Marg 23-35 7 Kasturba Gandhi Marg 23-30 8 Stanley Road 30-42 9 Kamla Nehru Marg 21-29 10 Master Zaharul Hasan Marg 17-34 11 Laouder Road 20-25 12 Jawahar Lal Nehru Road 35-40 13 Motilal Nehru Marg 21-37 14 Phaphamau Marg 24-40 15 Chintamani Ghosh Marg 12-21 16 Bank Road 16-18 17 Mission Road 10-14 18 GT Road 20-31 19 Leader Road 20-28 20 Khusrobagh Marg 24-30 21 Dr. Katju Road 22-40 22 Nurullah Marg 15-42 23 Netaji Subhash Marg 15-21 24 Swami Vivekanand Marg 16-20

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S.No. Road Name Right of Way 25 Zero Road 17-18 26 Tilak Marg 10-20 27 Sahitya Sammelan Marg 16-17 28 Triveni Road 10-12 29 Rambagh Station Marg 17-21 30 Yamuna Bank Road 15-18 31 Shaukat Ali Marg 16-18 32 Suleman Marg 10-14 33 Mutthiganj Marg 14-17 Source: Allahabad Master Plan – 2021

The primary survey for the road network covered almost 200km of the road length in the study area. About 9% of the road network has right of way less than 10m, 87% has right of way between 11-20m while only 4% roads have right f way more than 20m as indicated in Figure 4-2. The road network for Allahabad city is shown in Figure 4-3.

.

Figure 4-2: Distribution of Road by Right of Way

Figure 4-3: Distribution of RoW Type Figure 4-4: Distribution by street light presence

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Figure 4-5: Road network in Allahabad

4.3.1.3 Carriageway

Majority of the road network has undivided carriageway, out of which, about 62% are 3-4 lanes, about 37% have 1- 2 lanes while only 1% have 5 lanes as indicated in Figure 4-6.

4.3.1.4 Footpath

Within Allahabad, an insignificant 1% of the road network has walkable footpath. There are mud shoulders on road edges, but they are encroached and are un-walkable and hence do not fall under the category of footpaths due to their dilapidated Figure 4-6: Distribution of Carriage conditions. by number of lane

4.3.2 Speed and Delay Profile Travel speed is an important characteristic of traffic. Its measurement is important in transport planning particularly to evaluate the road network system, provide vital inputs to transport demand-modeling process and assist in economic analysis of improvement plans.

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4.3.2.1 Journey Speed

The average journey speed was found to be 25 Kmph with the bottleneck areas such as Railway Station city side area, Stanley Road, Leader Road, Johnsonganj, Katra having the lowest journey speed of less than 10kmph during peak hours. Apparently, 16% of the road network has journey speed of less than 20 km/h, 22 % of the road network is between 21 to 30 km/p, 57% of road network has the journey speed between 31-40 km/h, while about 4% of the road network has journey speed more than 40 km/p during peak hour.

4.3.2.2 Delay Profile

Traffic congestion accounts for about 76% of the delays while about 16% of the delay is due to bad road condition. Other reasons are mismanagement of traffic at rotary junctions due to enforcement issues (4%) and 4% of the delay is at locations such as underpasses, railway crossings etc. Along the road network length, about 64% of the delays lasted upto 60 seconds, 28 % of the delays lasted between 61–120 seconds while about 8 % lasted more than 120 seconds during peak hours. Figure 4-7 shows the speed profile map of Allahabad.

Figure 4-7: Speed and delay profile of road network in Allahabad

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4.3.3 Classified traffic volume count at mid-block locations

Classified traffic volume count survey was conducted at 8 mid block locations for 16-hour period on a typical working day. The quantum and temporal variation of daily traffic, peak hour traffic, and directional distribution of traffic and composition of vehicles moving in the study area are presented in the following sections.

4.3.3.1 Traffic volume (Average Daily Traffic – 16hrs)

The traffic counts both in terms of numbers of vehicles and passenger car units (PCUs) have been computed for the total daily (16 hour) traffic at various mid-block locations and presented in Table 4-2. It is observed that the traffic at different locations varies from 11,462 PCU’s at G.T.Road Flyover to 37,251 PCU’s at Johnsonganj Underpass.

Table 4-2: Daily traffic volume (16 hr.) at mid – block locations

S.No. Location Total PCUs Total vehicles 1 Old Naini Bridge 22,697 31,784 2 New Naini bridge 19,012 23,165 3 Sohbatiya Bagh 19,132 23,966 4 M.G. Road Underpass 16,647 19,210 5 G.T.Flyover 11,462 16,906 6 Johnsonganj Underpass 37,251 42,014 7 Lord Curzon Bridge 33,534 42,469 8 IERT Crossing 17,321 27,035

Source: Primary Surveys, 2012

4.3.3.2 Peak hour traffic

The peak hour traffic at the Mid-Block locations is presented in Table 4-3. The morning peak hour volume varies from 1,032 PCUs at G.T.Road flyover to 4,556 PCUs at Lord Curzon Bridge and evening peak hour volume varies from 953 PCUs at G.T.Road flyover to 3,595 PCU’s at Johnsonganj underpass. Table 4-3: Peak hour traffic intensities

Morning peak Evening peak S. % of No. Location PCUs % of ADT Veh. ADT PCUs % of ADT Veh. % of ADT 1 Old Naini Bridge 2641 11.63 3844 12.09 2340 10.31 3221 10.13 2 New Naini bridge 1782 9.37 2302 9.94 1852 9.74 2297 9.92 3 Sohbatiya Bagh 1550 8.1 2062 8.60 1844 9.64 2247 9.38 M.G.Road 1862 9.69 4 Underpass 1500 9.01 1581 9.49 1817 9.46 5 G.T.Flyover 1032 9 1576 9.32 953 8.31 1461 8.64

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Morning peak Evening peak S. % of No. Location PCUs % of ADT Veh. ADT PCUs % of ADT Veh. % of ADT Johnsonganj 6 underpass 3863 10.37 4349 10.35 3595 9.65 4142 9.86 Lord Curzon 7 bridge 4556 13.59 5733 13.50 3293 9.82 4459 10.50 8 IERT Crossing 1870 10.79 2983 11.03 1389 8.02 2268 8.39 Source: Primary Survey, 2012 4.3.4 Turning traffic volume counts at intersections locations

Turning traffic volume count surveys have been conducted at 9 major intersection points for 16-hour period (0600 Hrs to 2200 Hrs) on a typical fair weather working day.

4.3.4.1 Traffic Volume (Average Daily Traffic – 16 hrs)

The traffic counts both in terms of numbers of vehicles and passenger car units (PCUs) have been computed for the average daily (16 hour) traffic at various intersection locations and presented in Table 4-4. It is observed that the traffic at different locations varies from 29,487 PCU’s at NH2/NH27 Junction to 89,533 PCU’s at Mayo Hall intersection which is followed by 85,223 at Pani ki Tanki intersection. Figure 4-8 shows the traffic volume at surveyed intersections. Table 4-4: Average traffic volume at major intersections

S.No. Name of Locations Total Traffic (Veh.) (PCU's) 1 Railway Station City Side 61,695 57,658 2 Subash Chowk 65,841 52,187 3 Pani Ki Tanki 10,5530 85,223 4 Traffic Line 61,695 57,658 5 Mayo Hall 1,05,504 89,533 6 Balson Chowk (Mahatma Gandhi Statue) 58,198 45,680 7 Balson Chowk 72,336 62,482 8 MNIT 51,319 40,483 9 Kotha Parcha 50,350 41,232 10 NH2 / NH27 Junction 36,070 29,487 Source: Primary Survey, 2012

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Figure 4-8: Traffic volume count at junctions (vehicle numbers)

Source: Primary Survey, 2012

4.3.4.2 Peak Hour Traffic

The peak hour traffic at the various intersection locations is presented in Table 4-5. The morning peak hour volume varies from 2,655 PCUs at NH2/NH27 intersection to 9,473 PCUs at Pani ki Tanki intersection and evening peak hour volume varies from 2,611 PCUs at NH2/NH27 intersection to 8,855 PCU’s at Pani ki Tanki intersection. Figure 4-9 represents PCU counts during peak hours at all the surveyed intersections.

Table 4-5: Peak hour traffic distribution at intersections

Morning Peak Evening Peak Veh. % of PCU % of (Veh.) % of PCU % of Total Total Total Total Traffic Traffic Traffic Traffic S. Name of (Veh.) (PCU.) (Veh.) (PCU) No. Locations Railway Station 1 City Side 4,550 11 4,335 10.8 4,472 6.4 4,038 6.3 2 Subhash Chowk 4,914 7 3,905 6.4 5,629 13.6 4518 13.5 11,60 3 Pani Ki Tanki 8 8 9,473 7.9 11,213 8.5 8855 8.4 4 Traffic Line 5,443 8 4,090 7.4 4,574 7.6 3423 7.3 5 Mayohall 8,671 10 7,133 9.4 8,927 7 7326 6.9 Balson Chowk 6 (M.G. Statue) 5,700 10 4,465 9 4,279 7.3 3303 6.9 7 Balson Chowk 5,425 10 4,882 8.9 6,402 7.6 5284 7.1 8 MNIT 5,059 10 3,899 9.5 4,463 6.5 3358 6.2 9 Kotha Parcha 4,119 9 3,377 8.8 3,470 7.8 2799 7.5 10 NH2 / NH27 Jn. 3,377 7 2,655 6.4 3,141 6.4 2611 5.5

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Figure 4-9: PCU count during morning and evening peak hours

4.3.5 Classified traffic volume counts at outer cordon locations

The survey has been conducted at 6 cordon locations, which are primarily the major entry and exit points of study area. The traffic volume counts both in terms of numbers of vehicles and passenger car` units (PCUs) have been computed for the total daily (24 hour) traffic at various outer cordon locations and are presented in Table 4-6. It was observed that the traffic at different locations varies from 16,066 PCU’s on Rewa Road to 27,984 PCU’s along Banaras Road near Jhunsi. It was observed that about 1,06,465 vehicles enter and exit Allahabad on a typical normal working day. Figure 4-10 shows the traffic volume in PCUs at all the outer cordon locations. Table 4-6: Total traffic distribution at outer cordon locations

S.No. Location Total Traffic (Veh.) Total Traffic (PCUs) 1 Banaras Road Near Jhunsi 26,416 27,984

2 Kanpur Road 18,112 19,245 3 Phaphamau Road towards Sahson 12,870 12,559 4 Lucknow Road 17,742 20,259 5 Mirzapur Road 19,767 20,297 6 Rewa Road 11,558 16,066

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Figure 4-10: Traffic volume at cordon locations

4.3.5.1 Details of Traffic Characteristics at the outer cordon

The details of traffic at the outer cordon locations are presented in Table 4-7. The morning peak hour volume varies from 801 PCUs on Phaphamau Road near Sahson to 1947 PCUs at Banaras Road near Jhunsi. Evening peak hour volume varies from 904 PCUs on Rewa Road to 1731 PCUs on Lucknow Road.

Table 4-7: Details of traffic characteristics at outer cordon

Morning Peak Evening Peak

Name of

S.No. Location

Veh. totalof % traffic PCUs totalof % traffic Veh. totalof % traffic PCUs totalof % traffic Banaras Road 1 Near Jhunsi 2056 7.78 1947 7 1764 6.7 1672 6 2 Kanpur Road 1533 8.46 1387 7.2 1642 9.1 1302 6.8 Phaphamau Road 3 Near Sahson 880 6.84 801 6.4 1547 12 1473 11.7 4 Lucknow Road 1248 7.03 1169 5.8 1830 10.3 1731 8.5 5 Mirzapur Road 1953 9.88 1556 7.7 1698 8.6 1469 7.2 6 Rewa Road 754 6.52 932 5.8 778 6.7 904 5.6 Source: Primary Survey 2011

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4.3.5.2 Composition of traffic

The daily traffic composition at outer cordon locations exhibits predominance of fast moving passenger traffic consisting two wheelers, cars, jeep/van etc. The classified volume count survey on the Banaras Road to Jhunsi indicates a high fast moving vehicular movement, especially private vehicles towards Banaras. Of these, maximum share is held by two wheelers (41%). Also significant is the percentage of goods vehicles which is about 15% of the total traffic with a higher percentage moving towards Allahabad from Jhunsi. The classified volume counts on NH2 towards Kanpur indicate a high fast moving vehicular movement, especially private vehicles. Refer Figure 4-11.

Figure 4-11: Composition of Total Traffic at Figure 4-12: Composition of total traffic at Kanpur Road Lucknow Road

Lucknow road providing connectivity between Allahabad and the state capital, Lucknow is one of the busiest entry exit points for Allahabad compared to all other five locations. The traffic composition of vehicles for the 24 hrs duration is shown is Figure 4-12. Like Lucknow road, Mirzapur road is also a major entry exit point for traffic, especially goods traffic. Although percentage of private vehicles is maximum, yet the high percentage of goods vehicles from Mirzapur bound towards Naini, the industrial area of Allahabad is a highlight. Rewa road is prudent to private fast moving as well as good vehicles making an entry exit point using the road. Naini, being the industrial area of Allahabad attracts a lot of from Madhya Pradesh through Rewa road.

4.3.5.3 Origin / destination characteristics Origin – Destination survey of vehicles entering Allahabad was conducted at 6 outer cordon locations. On the average 16% of traffic is by-passble traffic, i.e external-to-external (EE) traffic. Highest external-to-external (EE) traffic (40% of total traffic) was observed at outer cordon location Lucknow Road and 10% and 12% at Mirzapur and Rewa Road respectively.

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On the average 12%, freight traffic is found to be external-to-external (EE) traffic. Highest external-to-external (EE) freight traffic (80.1% of total freight traffic) was observed at Lucknow Road and Kanpur Road.

4.3.6 Public transport characteristics

Public transport in Allahabad is through bus transport provided by UPSRTC through a Special Purpose Vehicle called Allahabad City Bus Services Limited. The local bus routes as identified by the UPSRTC are given in Table 4-8. Figure 4-13 shows the bus routes.

Table 4-8 Local bus routes

S.No Routes No. of No. of Distance buses trips covered per trip (km) 1 ADA Naini – Salori 8 10 24 2 Chatnag – Pritam Nagar 2 12 19 3 Civil Lines – Mau Ima 4 7 33 4 Civil Lines – Phulpur 6 7 32 5 Bahrana – Shankargarh 4 5 42 6 Kutchery – Jasra 4 7 30 7 Kutchery – CDA Pension 8 7 26 8 Govindpur – ADA, Naini 2 10 24 9 Triveni Puram – Airforce/Airport 22 8 28 10 Raymond – Shantipuram/Phaphamau 19 8 29 11 Civil Lines – Sahson 4 10 26 12 Civil Lines – Sarai Chandi 2 7 32 13 Civil Lines – Sikandra 2 7 28 14 Railway Station – CRPF Camp 6 10 20 15 Railway Station – Suraon 6 9 25 16 Railway Station – Lal Gopalganj 4 5 40 17 Railway Station – Sisai Sipah 4 7 31 18 Railway Station – Shakhanganj 4 8 23 19 Darraganj – Bisona 5 7 26 20 Govindpur – IIIT 6 10 20 21 Govindpur – Mirapur 4 12 16 22 Salori – Pipalgaon 2 12 22 23 Kacheri - Bahriya 2 7 30 Total 130 192 Source: UPSRTC Regional Workshop

36 Comprehensive Mobility Plan for Allahabad Draft Final Report

Figure 4-13: Public Transport Routes in Allahabad

Source: UPSRTC, Regional Workshop

The fare structure for buses is as given in table 4-9.

Table 4-9: Fare structure: Public Transport

Distance (km.) Fare (Rs.) 0-3 4 3-5 6 5-10 10 10-15 12 15-20 15 20 and above 20 Source: UPSRTC, Regional Workshop, Jhunsi

4.3.7 Bus Terminals and Bus Depot

The state bus terminals are located in the city’s high density residential areas. Due to lack of inadequate parking spaces at Civil Lines bus terminal, Zero Road Bus Terminal and Leader Road bus terminal, a large number of visiting vehicles get parked on the roads leading to congestion. Also there is no provision for parking of private buses. Also, Civil Lines, Leader

37 Comprehensive Mobility Plan for Allahabad Draft Final Report

Road, Rambagh Railway station and Kutchery have no areas for private bus parking. Refer Figure 4-14.

Figure 4-14: Existing Bus Terminals in Allahabad

As regards Bus Depot, although alternatives were suggested in the Detailed Project Report by UMTC for City Bus Services in Allahabad, none of them have been sanctioned as of now. As per UPSRTC Regional Workshop, which also caters as the Bus Depot, there are dead kilometers under every route which may be avoided if a dedicated depot location is suggested.

4.3.7.1 Boarding and alighting

On an average, about 27,000 bus passengers board/alight at Zero Road Terminal and Civil Lines terminal observed together. Table 4-10 shows daily boarding/alighting at the two terminals.

Table 4-10: Daily boarding/alighting at bus terminals

Location Boarding Alighting Total

Zero Road Bus Stand 3,333 584 3,917

Civil Lines Bus Stand 15,550 7,520 23,070

Source: Primary Survey 2012

4.3.7.2 Characteristics of Passengers at Bus Terminals

As per the Origin-destination survey conducted at the different bus terminals, about 37% use bus services for work purpose while only 15% use it for education purpose, 18% use it for social purposes and only 7% use it for tourism purpose. Refer Figure 4-15.

Also about 36% of total boarding passengers and 28% of

Figure 4-15: Distribution of bus users by trip purpose

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total alighting passengers at terminals perform their trips on daily basis. It is also observed that about 76% of the total passengers spend about on an average Rs. 15 to reach the terminals from their initial origins in the city.

4.3.8 Intermediate public transport characteristics

Major intra-city trips are catered to by the 3-wheelers (shared-tempos) which operate on 13 routes within the city as given in Table 4-11. Lack of parking spaces and absence of defined stops leads to traffic jams.

Table 4-11: IPT Routes (shared taxi) in Allahabad

No. of S.No. Route vehicles 1 Railway Station to Kutchery (via Johnsonganj, Civil Lines) 50 2 Railway Station to Mundera/Mauri, Bamrauli, Bharwari (TP Nagar) 150 3 Railway Station to Darraganj/Sangam 115 4 Railway Station to Kareli 40 5 Civil Lines to Govindpur via Kutchery 50 6 Kutchery to Govindpur 50 7 Civil Lines to Nawabganj, Mansurabad (upto Lal Gopal Ganj) 45 8 Civil Lines to Soraon, Mau Ima 50 9 Mansarovar to Naini (via Rambagh, Bairahana, upto Karchana) 75 10 Mansarovar to Ghoorpur (via Rambagh, Bairahana) 75 11 Civil Lines to Jhunsi (via Alopi Bagh) 100 12 Chauphatka/High Court to Kutchery 125 13 Dhoomaganj to Jalwa 50 Total 975 Source: Allahabad Taxi Union, CDP Allahabad 2005

4.3.9 Parking Characteristics

Parking is a major problem in the city due to insufficient off-street parking facility. Parking generally takes place along the roads in front of the commercial establishments, and public and semi-public establishments. On-street parking, which reduces the actual carriageway capacity of a road causes bottlenecks and hampers smooth movement of traffic. Figure 4-16 shows parking demand and supply at some of the major locations of the city. Highest peak hour accumulation was observed at Allahabad Junction Railway Station on both City side and civil lines side, Indra Bhawan, PVR, High Court, Subhash Chowk and Ghantaghar. The local traders and shop owners are primarily using these areas for parking. It was observed from parking survey that 56% and 32% of the total parked vehicles are two wheelers and four wheelers respectively; and, the remaining being 3 wheelers and autos. Demand/Supply gap analysis indicates that there is an excess demand in case of on-street parking. Due to

39 Comprehensive Mobility Plan for Allahabad Draft Final Report

inadequate off street and lack of organized on-street parking facility, and strict enforcement mechanism, vehicles are parked along the main roads. This results in congestion and reduction of travel speed on the main road particularly during peak periods. Creation of off- street parking and organized on-street parking needs to be addressed at the demand assessment and plan preparation stages.

Figure 4-16: Parking demand at major locations

4.3.10 Pedestrian volume count Pedestrian volume surveys were conducted at all major intersections and mid-block location to assess the pedestrian volume and flow across and along the intersections/mid- block for designing of pedestrian facilities. It was observed that the total pedestrian traffic at the major intersections varies from minimum of 25,776 at Balson Chowk to maximum of 64,891 at Railway Station city side. As part of analysis, the CMP for Allahabad has calculated the value of PV2, which is the product of peak hour pedestrian flow and square of vehicular flow corresponding to the same time at any particular location1. Referring to

1 The degree of conflict between pedestrians and vehicles is determined by PV2 where V is the two-way total hourly flow of vehicles and P is the two-way total hourly flow of pedestrians crossing the road within 50m on either side of the site during peak hours. The numerical criterion against which the requirement for a pedestrian crossing will be assessed is provided by the average of the four highest hourly rates of PV2. The numerical criterion against

40 Comprehensive Mobility Plan for Allahabad Draft Final Report

Table 4-12, the PV2 values for the major intersections show high pedestrian vehicular conflict, especially Railway Station city side, Subhash Chowk, Pani ki Tanki, NH2-NH27 junction, Johnsonganj and Ghantaghar chowk and Hanuman Mandir Chowk.

2 Table 4-12: PV values at some of the important intersections

S.No. Name of Location PV^2 1 Railway Station City Side 8.62 2 Subash Chowk 15.30 3 Pani Ki Tanki 1.01 4 Traffic Line 1.36 5 Alopibagh Junction 0.93 7 Balson Chowk 0.63 8 NH2 - NH 27 Junction 5.25 9 Kotha Parcha 3.39 10 Jhonsonganj Chowk 1.71 11 Ghantaghar Junction 1.38 12 Hanuman Mandir Chowk 1.15 13 I.T.Chowk 0.8

4.3.11 Railway Terminals

The main railway station at Allahabad is a major destination station and is served by the efficient Duronto Express as well. Other major stations are Rambagh Railway station and the Prayag Railway station.

4.3.11.1 Boarding and alighting

On the average, about 1,06,781 rail passengers board/alight at the three major railway stations in Allahabad. Table 4-12 shows daily boarding/alighting at railway stations.

Table 4-13: Daily boarding/alighting at railway stations

Location Boarding Alighting Total

Allahabad Railway Station 38,410 35,424 73,834

Rambagh Railway Station 7,410 5,842 13,252

Prayag Railway Station 9,481 10,214 19,695

which the requirement for a pedestrian crossing will be assessed is provided by value of PV2. The value exceeding 108 for an undivided road or 2 x 108 for a divided road will meet this criterion. 41 Comprehensive Mobility Plan for Allahabad Draft Final Report

Source: Primary Survey 2012

4.3.11.2 Characteristics of passengers at railway terminals

Due to good railway connectivity, about 27% passengers commute to and from the city for work using railways, while a good 46% passengers travel to Allahabad by train for tourism purpose. Refer Figure 4-17.

Figure 4-17: Distribution of railway users by trip purpose 4.3.12 Road safety

With roads functioning more than its capacity, on-street parking causing congestion, walk being the predominant mode of travel, and increasing number of tourists, road safety should be the top priority in the years to come in Traffic and Transportation System for Allahabad.

Of the 950 (42.29%) cases reported between 2003 and 2004, majority of the victims were pedestrian (340; 35.79%) followed by motor cyclists/ scooterists (30.53%). Pedal-cyclists were 52 (5.47%) whereas others and unknown comprised 54 cases. Figure 4-18 shows the percent distribution of accident cases.

Figure 4-18: Accident profile

42 Comprehensive Mobility Plan for Allahabad Draft Final Report

4.3.13 Household Characteristics

4.3.13.1 Distribution of household by size

The average household size is 4.4. Figure 4-19 indicates that 63% of the households have 4 to 6 members, while 30% of household have 2 to 3 members. There are only 1% individual member households.

Figure 4-19: Distribution household by Figure 4-20: Distribution Household by household size number of workers

4.3.13.2 Distribution of household by number of workers

The average size of workers in a family is 1.2. Distribution of workers in a household according to no. of working members is depicted in Figure 4-20. It shows that in majority of households, there is only one working member.

4.3.13.3 Distribution of household according to their household income

The average household income is Rs. 24,305 per month. Distribution of household according to monthly income ranges is shown in Figure 4-21. It was observed that nearly 21.8% of household have monthly income upto Rs. 10,000 and about 28.06% have Figure 4-21: Distribution of Individuals income between Rs. 10,001 – 20,000 per by their household income month. The percentage of household having monthly income above Rs. 50,000 is about 4.46%.

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4.3.13.4 Expenditure on transport

The average monthly expenditure on transport by household is Rs. 1215/-which is approximately 5% of total household income. Distribution of households by expenditure on transport is shown in Figure 4-22.

Figure 4-22: Distribution of housolds by expenditure on transport 4.4 Summary of data analysis

Allahabad being one of the major tourist destination of the country, it attracts large number of traffic both from different parts of the country and also from different parts of the state. Within the study area, the area under Allahabad Nagar Nigam (Municpal Corporation) experiences the maximum traffic. The GT and NH-96 and PD Tandon Road form the main arterial roads of Allahabad, which are experiencing heavy traffic. Traffic data shows that in many stretches of these arterial roads the journey speed during peak hour is below 15-20 km per hour. From both primary data and secondary data analysis following inferences have been drawn:

(a) Road Network - As mentioned earlier, GT Road, PD Tandon Marg and NH-96 form the main arterial road of the study area. These roads in many stretches are serving much more than the designed capacity. Speed & delay survey data shows that the journey speed during peak hour is as low as 7 km per hour in the areas like Leader Road, PD Tandon Marg, and GT Road etc.

Although walk is one of the predominant mode of transport within Allahabad but only about 1% of the road network has walkable footpath. Similarly, in terms of street lighting facility, majority of the road network within Allahabad city lacks street lighting facility.

(b) Public transport - The growth of number of registered vehicles in Allahabad has resulted in high traffic volumes private vehicles on road in Allahabad. Besides, owing to the religious and tourism based significance of the city, increase in number of visitors/tourists using personal modes of vehicles has exploded the traffic into multiple

44 Comprehensive Mobility Plan for Allahabad Draft Final Report

proportions. Past time-series traffic data shows vehicular traffic has grown at an annual rate of 10-15%, which is significantly high since the road network in Allahabad for circulation has not been substantiated at par with the traffic growth. Although the share of trips by public transport (bus) is as a meager 8%, there are substantial issues in public transport are as:

 Lake of dedicated bus shelters leading to haphazard/ unregulated stoppage of buses on road for boarding and alighting of passengers causing traffic congestion

 Non-reliability of bus service due to absence of real time passenger information system at terminals and bus stops

 Lack of integration of public transport system with other feeding modes such as IPT/Autos/Shared Tempos/Taxi

 Lack of accessibility from across the city to the bus terminals

(c) Parking: Parking is another major issue of concern for Allahabad. There are about 125 parking spaces in Allahabad, which are inadequate due to ever increasing private vehicles. The existing parking demand is estimated to be approximately 1998 ECS in the form of supply of both off-street and on-street parking with demand supply gap of 1873 ECS.

(d) Traffic and Travel: Traffic Congestion is the most significant issue that Allahabad is facing today. The coverage of road network for vehicular movement is low and existing roads are operating more than its desired capacity. The effective carriageway capacity of roads is reducing with increasing traffic volume and increase in activity centers along the roads including encroachments impairing traffic movement and creating bottlenecks. The Outer cordon - origin destination survey shows the share of through traffic is as high as 16%, which necessitates creation of additional bypass roads.

(e) Major bottleneck Points: Following are the major bottleneck points of Allahabad city

 Leader Road  Railway Station City Side  Railway Station Civil Side  Subhash Chowk  Alopi Bagh

45 Comprehensive Mobility Plan for Allahabad Draft Final Report

 Pani ki Tanki  High Court  Kutchery Road  Mayohall  Hanuman Mandir/IT Chowk  Johnsonganj  Ghantaghar  Old Katra  Subedarganj  Bairahana  Lukarganj  Sohbatia Bagh  Kidganj  Kotha Parcha  NH2-NH27 crossing close to Bairahana  Zero Road  Malakka

(f) Pedestrians Facilities: Although walk is the predominant mode of transport (35% trips are made by walk as per HH survey) in Allahabad, but the city lacks proper pedestrian facilities. Only about 1% of the total road network has walkable footpaths. The pedestrian crossing facility is also inadequate. Lack of proper footpaths and absence of crossing facilities for uninterrupted movement of pedestrians is a safety concern in Allahabad.

(g) Congestion: The areas like Railway Station, Civil Lines, Johnsonganj, Pani ki tanki, High Court, Civil Lines Bus Terminal, Ghantaghar, Kutchery, Darranganj, Alopi Bagh, Triveni Road remain congested throughout the day (refer to figure 3-23). Referring to Table 4-14, the values of volume by capacity (V/C) ratio of some of the highly congested roads of Allahabad city shows, majority of the roads have V/C ratio greater than one (1), even in the base year. Ideally, for urban roads (ranging from C to D level of service) the desired value of v/c ratio should remain 0.6 to 0.8. The value of V/C ratio more than 0.8 indicates that there is need for improvement / management measures. Table 4-14 is clearly indicating the deteriorated quality of service in Allahabad.

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Table 4-14 V/C ratios of some of the major roads

S.No Road Name v/c ratio 1 GT Road 1.13 2 Mirzapur Road 0.86 3 Rewa Road 0.80 4 Jawaharlal Nehru Road 1.18 5 Stanley Road 0.95 6 PD Tandon Marg 1.09 7 Maharshi Dayanand Marg 0.90 8 Mahatma Gandhi Marg 1.11 9 Motilal Nehru Marg 1.15 10 Leader Road 1.21

4.5 Service Level Benchmark

The CMP for Allahabad has also computed the existing level of service of overall traffic and transportation scenario based on a number of parameters. The Table 4-15 shows the existing Level of Service (LOS). LOS is a measure of quality of service in terms of ranking – the higher the value of LOS, the lower is the quality and vice versa.

Table 4-15 Service Level Benchmark

Overall Level of Service (LOS) Indicators LOS - Existing A Overall Public Transport facilities City wide 3 B Overall Pedestrian Infrastructure Facilities 4 C Level of usage of ITS facilities 4 D Travel Speed along major corridors 2 E Availability of Parking Spaces 3 F Road Safety 4 G Pollution Levels 1 H Integrated Land-use Transport Integration 2 I Financial Sustainability of Public transport 3

47 Comprehensive Mobility Plan for Allahabad Draft Final Report

4.6 Conclusion

The present situation in Allahabad will only continue to worsen unless the Government responds appropriately in this regard. In the absence of Government interference, by 2031, the share of public transport will go down leading to more congested road space attributed by higher use of private mode. Traffic forecasts show network speeds of less than 15 kmph in 2031, a really serious and unsustainable situation. A set of performance indicators has been developed to arrive at goals to be achieved for the city. The goals have been defined with vision and objectives. The mobility strategies developed will aim at attaining these goals.

48 Comprehensive Mobility Plan for Allahabad Draft Final Report 5 Travel Demand Assessment

5.1 Background

To appreciate and understand the base year travel demand of the study area and to estimate the travel demand for the horizon years, an urban transport model was developed. Based on the travel demand model, various travel demand scenarios along with proposed interventions and recommendations have been developed and tested. The process of developing the transport model is discussed in the subsequent sections.

Figure 5-1 Four Stage Transport Model Structure

5.2 Model Structure

The model is based on a conventional Four-Stage Transport Model approach (refer to

Figure 5-1). It includes:

 Trip Generation – calculating the number of origins and destinations for each zone  Trip Distribution – distributing these origins and destinations for each origin- destination (O-D) pair.  Mode Choice – determining the mode for each trip (Two wheeler, Car, Taxi, Public

49 Comprehensive Mobility Plan for Allahabad Draft Final Report

Transport)  Assignment – assigning passengers to their respective highway and transit networks

5.3 Study Area Zoning

The study area has been divided into smaller areas called Traffic Analysis Zone (TAZ) for analysis. The study area has 91 internal zones and the outside area is grouped into 7 external zones. Figure 5-2 shows the TAZs with zone number. The zone parameters such as population, no. of households for these TAZs are given in Annexure.

Figure 5-2 Traffic Analysis Zones for Allahabad

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5.4 Network Development

The coded highway network for the study area primarily consists of nodes (intersections) and links connecting the nodes. Connectivity between the network and zones is provided through centroid connectors. Based on the network inventory, each link has been assigned attributes such as number of lanes, divided or undivided carriageway, one way/two way,

encroachments, availability of footpaths, etc. Figure 5-3 shows the Base Year Road Network Faizabad Road for the Study Area. The network attributes linked with geographic files have been used to develop the transport model using VISUM Software.

Figure 5-3 Allahabad Road Network

5.5 Base Year (2011) Travel Pattern

The base year trip matrices have been developed using the data compiled from household surveys, terminal surveys and roadside interview survey. These have been adjusted to the counts observed on links and turns using the TFlowFuzzy process available in VISUM.

5.6 Base Year (2011) Traffic Characteristics

The traffic characteristics of the study area are identified in terms of average network speed, average trip length volume to capacity ratio, etc. The results of the travel-demand-

51 Comprehensive Mobility Plan for Allahabad Draft Final Report

estimation for base year and trip-rate-analysis is summarized in the Table 5-1. The base year desired line diagram is shown in Figure 5-4.

Figure 5-4 Desire Line diagram for Base Year

Table 5-1 Base Year Travel Characteristics

Description Value

Per Capita Trip Rate (All Modes) 1.23 Per Capita Trip Rate (Motorized) 0.79 Average Trip Length for Car in km 6.73 Average Trip Length for Two Wheelers in KM 5.11 Average Trip Length for Auto in KM 6.82 Average Trip Length for Cycle in KM 4.18 Average Trip Length for Cycle Rickshaw in KM 3.47 5.7 Trip Distribution and Pivoting Process

Details regarding trip calibration and pivoting process are given in Annexure.

5.8 Travel Demand Forecasting

Since the urban land use and transportation have a strong relationship, the policy makers need a decision support system to arrive at promoting a guided scenario selected from a set of alternatives tested to best suit the land use-transport cycle. With respect to the characteristics of a city, there may be several combinations of development scenarios

52 Comprehensive Mobility Plan for Allahabad Draft Final Report

possible to overwhelm the deteriorating condition of the city. Hence, it is necessary to test various alternatives of mobility planning and development and select the best one based on forecasted travel demand and its subsequent network impact to arrive at the best sustainable solution for Allahabad.

The validated travel demand model developed in this study was used to estimate/ project the travel demand for the horizon years 2016, 2021 and 2031 under respective transport systems and network scenarios. Three different scenarios of travel demand pattern were assessed for the study area.

The Population and Employment data projected for each horizon year is shown in the Table 5-2 below.

Table 5-2 Projected Population and Employment

Year Population Employment 2016 16,66,185 4,51,359 2021 22,49,349 6,62,195 2031 30,36,622 9,10,988 Based on the trip generation equations, future trips were estimated and accordingly, trip rates are calculated. Table 5-3 shows the estimated trips and per capita trip rates.

Table 5-3 Estimated Total Trips for Horizon Period

Year Total Trips PCTR 2016 9,94,308 1.19 2021 14,35,959 1.28 2031 20,25,186 1.33 The number of trips estimated for the future year remains the same throughout the remaining network based option testing exercise.

Scenario 1: Do Minimum

This scenario considers the current works under progress such as flyover at Alopi Bagh which would affect the network or the mobility in any form. The flyover is expected to be completed and open for traffic before 2016. This scenario shows the deterioration of the share of public transport while private vehicle share increases which is not desirable. In the this scenario, as the share of public transport goes down the overall mobility situation in

53 Comprehensive Mobility Plan for Allahabad Draft Final Report

Allahabad worsens as is clear from the increasing V/C ratios and decreasing speeds which indicates that the traffic flow speed on the stretch is guided by the number of vehicles and is the prime reason for congestion.

Thus in order to arrive at sustainable and improved mobility for Allahabad, the CMP has assessed and examined various alternatives ranging from improved network to target setting for public transport and IPT to achieve a minimum percentage of trips shift from private modes to public modes. Scenario 2 and scenario 3 have been worked out considering two different approaches keeping in mind to decongest the network and also achieving an improved public transport share by 2031.

Scenario 2: Road Network Improvement only

As discussed in Scenario 1, the V/C ratios are increasing by 2031 which suggests high congestion by the horizon year with GT road outrunning its capacity alongwith other major roads. This is owing to the high rate of growth of private modes, particularly cars and two- wheelers. Since majority of the roads in the city also have effective capacities well below the designed capacities due to encroachments and activities on the right-of-ways, the same effective capacities shall be unable to converge the growing number of vehicles. Hence, this scenario considers the proposals in terms of Road Network Improvements in order to increase the road capacities by widening and improvement of right of ways, new links in the upcoming developments and also bypass roads in order to do away with the through traffic from inside the city. The proposals are discussed in Chapter 6. This scenario assumes no change in the public transit network and the bus schedules also remain same as base year (2011).

Scenario 3: Public Transport Improvement only

This scenario considers the improvements in terms of Public Transport operations only and assumes that the base year road network remain same in the future also.

In this scenario, by the year 2016, all the buses operate with a fixed headway of 10 minutes. By the year 2021, for few identified routes, buses run with headway of 5 minutes and the remaining run with headway of 10 minutes. By 2031, two lite bus based corridors (as shown in the Figure 5-5) will be operated alongwith city bus movements with a frequency of minimum 5 minutes in the transit corridors. The PT improvement scenario is also found to be unsustainable considering the not so much improved indicators such as V/C ratios and speeds. This is because no road improvements have been considered and

54 Comprehensive Mobility Plan for Allahabad Draft Final Report

hence, to achieve the targeted public modal share, more and more number of buses have to be added every year on the same road space as the other growing vehicle numbers. This is reflected in the performance indicator of V/C ratio as indicated in Table 5-5.

Figure 5-5 Identified Lite Bus Based Transit Corridors for the year 2031

Scenario 4: Road Network and Public Transit Improvement

This scenario considers the road network proposals as discussed in Scenario 2 as well as improved Public Transit augmentation proposals which include Scenario 3 proposals as well as PT on the new improved road network.

This scenario shows an overall improvement in the mobility scenario in Allahabad reflected by improvement in the number of performance indicators. Referring to Table 5-4 and Table 5-5, the scenario reflects the maximum percentage share (40.1%) of trips by PT and IPT modes which are sustainable and low carbon. Also the average V/C ratio observed is 0.45 with maximum on GT road being 0.87 which is below the saturation level.

5.9 Traffic Forecast under Mobility Scenarios

The traffic characteristics of the study area are extracted from the model for all scenarios are given in the Table 5-4 and Table 5-5.

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Table 5-4 Mode Shares for Motorized passenger modes in 2031 for different Scenarios Intermediate Private Mode Public Transit (PT) Scenario Public Transit Share Share (IPT) Share Do Minimum 71.0% 10.6% 18.4%

Highway only 82.9% 6.0% 11.1%

PT only 65.2% 14.8% 20.0%

Highway & PT 59.9% 20.2% 19.9%

Table 5-5: V/C Ratios on Selected Corridors for Different Scenarios in 2031.

Base Do Highway PT Highway S. No Road Name Year Minimum Only Only & PT 2011 2031 2031 2031 2031

1 GT Road 1.13 2.63 1.57 1.20 0.81

2 Mirzapur Road 0.86 1.91 1.24 0.88 0.58

3 Rewa Road 0.80 0.87 0.96 0.57 0.74

4 Jawaharlal Nehru Road 1.18 1.64 1.24 0.77 0.60

5 Stanley Road 0.95 1.33 1.22 1.01 0.65

6 PD Tandon Marg 1.09 1.55 1.45 1.05 0.82

7 Maharshi Dayanand Marg 0.90 0.86 0.83 0.74 0.47

8 Mahatma Gandhi Marg 1.11 1.76 1.72 0.96 0.78

9 Motilal Nehru Marg 1.15 1.92 1.42 0.90 0.75

10 Leader Road 1.21 1.58 1.47 1.02 0.70

From 2011 to 2031 (Do Minimum), it is noted that the level of saturation is increasing on most of the roads. All major roads such as GT Road, Mahatma Gandhi Marg, Leader Road, Stanley Road, Jawahar Lal Nehru Road, P.D. Tandon Marg except Rewa Road and Maharishi Dayanand Marg are estimated to operate above capacity by 2031, i.e. there is high levels of congestion estimated on these roads with GT road running almost 3 times its designed capacity, which is impossible. A purely road network (highway) based analysis is providing additional options to road based trips, thereby inducing road based private modes based trips. This is estimated to cause more congestion. The situation on the roads is estimated to get better with PT based or a combination

56 Comprehensive Mobility Plan for Allahabad Draft Final Report of road network and PT based schemes, although even PT only scenario puts the entire transport system at near saturation levels.

Considering all the scenarios, scenario 4 is found to be most sustainable and optimum mobility solution for Allahabad.

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6 Mobility Plan

6.1 Vision Statement

The Comprehensive Mobility Plan for Allahabad is proposed to be developed with the following vision.

“To provide safe, efficient, and environmentally sustainable means of transportation system for improving mobility of people and goods in Allahabad.”

Truly reflecting the status that the Allahabad city and the holy Sangam have across the globe, it is proposed to have a sustainable, low carbon well networked integrated transportation system, by developing and sustaining quality transportation infrastructure with the help of an urban transport strategy. The srategy is envisioned to be in line with the current National Urban Transport Policy (NUTP),

 that will move people and goods safely,efficiently and securely.  that will provide affordable mobility for people, goods and commerce (and maximize the benefit of transportation investments and facilitating implementation of priority projects of city and region wide significance over the short, medium and long term).  that will improve quality of life (by providing a recognized and effective platform for integrating land use, transportation, and economic development that minimizes the need for travel, provides choices for modes that are safe and also socially, economically, financially and environmentally sustainable).

6.2 Mobility Pillars

The three most important pillars for ensuring sustainable mobility in urban areas are:

(a) Integrated land use-transport planning (b) Bringing a control on movement of personal vehicles (c) Encourage public transport system and other sustainable modes of transport

Sustainable mobility however can only be ensured if the solutions are environmentally, socially, and economically sustainable as presented in Figure 6-1.

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Figure 6-1: Sustainable Mobility Solutions

6.3 Goals

To ensure that mobility solutions for Allahabad are sustainable and in conformity with the pillars of sustainable mobility, following goals have been formulated:

1. Goal 1: Develop public transit system in conformity with the land use that is accessible, efficient, and effective.

2. Goal 2: Ensure safety and mobility of pedestrians and non-motorized transport (NMT) users by designing streets and areas that make a more desirable and livable city for residents and visitors and support the public transport system.

3. Goal 3: Decongest the core areas of the city to improve quality of life.

4. Goal 4: Develop traffic and transport solutions that are economically and financially viable and environmentally sustainable for efficient and effective movement of people and goods.

5. Goal 5: Develop a parking system that reduces the demand for parking and need for private mode of transport and also facilitate organized parking for various types of vehicles.

6.4 Objectives

In order to address the existing and envisaged mobility situation in 2031 and to fulfill the vision stated above, objectives and targets for each of the goals are given below:

59 Comprehensive Mobility Plan for Allahabad Draft Final Report

1. Goal 1: Develop public transit system in conformity with the land use that is accessible, efficient and effective.

Objectives:

(a) Provide good quality public transport system that is accessible, efficient and effective.

(b) Develop strategy to integrate public transport system with existing IPT system.

(c) Develop strategies to encourage people to use public transport system and discourage use of private vehicles, specially two wheelers and IPT modes such as tempos.

(d) Develop policies that encourage concentrated mixed land use development along the public transport corridors.

2. Goal 2: Ensure safety and mobility of pedestrians and non-motorized transport (NMT) users by designing streets and areas that make a more desirable and livable city for residents and visitors and support the public transport system.

Objectives

(a) To improve pedestrian facilities in areas of pedestrian concentration and encourage pedestrian movement in heavy pedestrian movement areas and restrict use of private vehicles.

(b) To provide facilities to pedestrians and NMT users in order to ensure safety by segregating their movement from vehicles along major corridors.

(c) To provide safe pedestrian facilities along major public transport nodes and transfer points.

(d) To develop a pedestrian strategy for safe and efficient movement of people within the city.

3. Goal 3: Decongest the core areas of the city to improve quality of life.

Objectives

(a) Develop strategies to encourage people to shift out of the core city area.

(b) To shift major activity centers out of the core city area.

(c) To restrict entry of personal vehicles in the core city area and reduction of on street parking and encourage public transport and pedestrian movement in the core city area.

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4. Goal 4: Develop traffic and transport solutions that are economically and financially viable and environmentally sustainable for efficient and effective movement of people and goods.

Objectives

(a) Develop short term strategies such as traffic management and engineering solutions to ease flow of traffic at major congestion points within the city.

(b) Develop medium and long-term measures such as construction of bypass, new link roads, road network development etc. to ease traffic flow along major roads within the city.

5. Goal 5: Develop a parking system that reduces the demand for parking and need for private mode of transport and also facilitate organized parking for various types of vehicles.

Objectives

(a) Restrict on-street parking at critical locations in the city.

(b) Create off-street parking (wherever possible multi-level parking) near major activity centers, transit stations/terminals to meet the growing parking demand.

(c) To suggest various measures through a combination of demand management and fiscal measures to restrain the demand for parking of private vehicles at critical locations.

6.5 Mobility plan approach

Urban mobility solutions cannot be evolved by a single source strategy, the mobility goals for Allahabad will need to be addressed through a multi-pronged approach. The following strategies need to be adopted in tandem to meet the various goals set for Allahabad:

 Integrated land use and transport strategy  Mobility corridor strategy  Public transit strategy  Non-motorized transport strategy  Freight management strategy  Traffic engineering measures  Travel demand management

All the listed strategies are equally important and the order of listing does not imply priority. Each of the broad strategies includes sub- strategies of immense importance. The strategies

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when implemented through specific projects shall fulfill the goals and objectives of the CMP. The sections below discuss these strategies.

6.5.1 Integrated land use and transport strategy

In order to have a proper planned and sustainable solution and keeping in view long term potentials the Town & Country Planning Department and Allahabad Development Authority, have proposed planned and regular development of sub-urban areas such as Phaphamau in North, Jhunsi in East, Naini in South and Bamrauli in West (refer Master Plan -2021).

Developing these sub-urban areas with provision of adequate employment opportunity and infrastructure will improve urban ambience and mobility within the planning area. The Comprehensive Mobility Plan for Allahabad further suggests and emphasises on the strategies and proposals such as smooth, effective and efficient transport systems in and surrounding of city the area, reassessment of bye passes and new roads/link roads, new bridges on river Ganga and Yamuna, redevelopment of terminals/stations, rapid corridors development, transit locations, freight management etc.

In order to develop effective and efficient transport network and infrastructure, the CMP for Allahabad has adopted overall Three-way approach as follows:

 Development of by-passes/relief roads/new link roads to relieve from heavy traffic in the city  Development of Transport Infrastructure to improve the connectivity among different parts of the planning area  Introduction of efficient, effective and reliable public transport system(s) and improving the existing PT systems

Figure 6-2 shows the concept of integrated land use transport strategy.

Figure 6-2: Integrated Land Use Transport Strategy

6.5.2 Mobility corridor strategy

By designating certain roads as primary mobility corridors, the transport corridors get a priority for increasing the throughput as well as congestion controlling techniques turns out

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to be more efficient as they become case specific in nature. As speed of public transport vehicles 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 a bearing on traffic congestion. Development of hierarchy in road network of a city helps in addressing the specific problems of a particular kind of road in the entire network with specific solutions.

Development of mobility corridor based on functional characteristics of a corridor is an important step towards efficient utilization of road space. In Allahabad, the scope for widening of road space is limited and heterogeneous traffic and increasing use of private vehicles leads to inefficient utilization of road space.

It is suggested that the Grand Trunk Road (NH-2) from Bamrauli - Main City- Jhunsi via Allahabad Junction Railway Station, NH-96/Kamla Nehru road from Phaphamau-MNIT- University-Civil Lines-Johnsonganj to Railway Station, Mahatma Gandhi Road connecting GT road at Kanpur road, and Stanley Road/Purushottam Tandon Road via Mayohall and High Court should be developed as mobility corridors (Refer to Error! Reference source not ound.). These mobility corridors will augment the connectivity within both Allahabad Municipal Corporation area and other sub-cities of Allahabad Development Area i.e. Jhunsi, Naini and Phaphamau.

Figure 6-3: Concept of Mobility Corridors for Allahabad

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6.5.3 Public transit strategy

The public transport strategy for Allahabad derives considering all the existing factors of urban mobility and recommends the best possible reorganization for the same.

The main existing mode of public transport in Allahabad is City Bus Service operated by UPSRTC, private buses by some private operators under RTO permit, IPT modes (shared three wheeler i.e. Vikram/Auto) and Cycle Rickshaw (mainly in city center). However, there exists number of possible interventions for improvement of the existing condition of city bus service such as improvement in service frequency, headways, quality, coverage and accessibility, introduction of Intelligent Transport Systems (real time passenger information system at terminals & inside buses), Integration of PT systems, identification of possibility of Trunk & Feeder kind of systems, improvement of essential physical infrastructure such as Terminals, depots, workshops, stations, interchanges, shelters and stops etc.

Considering all these aspects, the CMP Allahabad suggests developing the following tiers of public transport system for Allahabad, which consists of City Bus Services, Light Bus Based Transit Systems on identified corridor(s), restructuring of IPT system and its integration with the City Bus Services and the Bus based system. However the detailed feasibility studies need to be carried out for the development of each of the above systems.

The strategy for public transport for the study area is based on following postulates:

. Complete connectivity within Allahabad Planning Area i.e. within the main city growing towards the western direction as well as inter-connectivity between the main city, Naini, Jhunsu and Phaphamau for improved mobility and to facilitate better regional connectivity

. Transport Infrastructure to support the public transit system guiding sustainable growth of the city

. Provision of alternative Public Transport Systems and their integration with other modes such as IPT (shared autos/Cycle rickshaws) and NMT.

The strategy for integrated public transport for Allahabad Planning Area is shown in Figure 6-4.

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Figure 6-4: Public Transit Strategy for Allahabad

6.5.4 Non-motorized transport strategy

Large number of pedestrian movement was observed along roads and at intersections in and around the city. Besides a few major roads, footpaths are missing on most of the city roads. Wherever available these have been encroached upon by shopkeepers or by hawkers, forcing people to walk on pavement. Further, bicycles traverse in mixed traffic, exposing them to accidents. In fact it is mainly the bicyclists and pedestrians who are the victims of road accidents. The proposed measures to develop facilities for pedestrians and bicyclists on the streets include:

 development of NMT network;  incorporating all essential elements including pedestrian paths;  provide grade separated facilities for pedestrian crossing designed for the convenience of pedestrians at critical locations  specific measures for facilitating bicycle use.

The above can be summarized into the following measures: a) Foot-paths and zebra crossings b) Pedestrian phase at intersections c) Cycle Rickshaw Management

6.5.5 Freight management strategy

Freight movement in a city is an inevitable process of trade and economy. Traditionally, movement of goods for local consumption and sale generally takes place from a certain location within a city which is closest to the wholesale markets. In other cases where there have been successful planning interventions, the goods terminal is preferred to be located on the outskirts of the city, in order to prevent the entry of heavy vehicles into the congested parts of the city.

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Strategizing freight movement should primarily result in easing out the congested areas from where the activity is being carried out, and relocating to an area which is better suited to the needs of the freight moving vehicles and at the same time does not hamper the urban environment with increased pollution and road congestion.

6.5.6 Traffic engineering and management measures

Traffic engineering and management measures generally qualify as short term measures for bringing in immediate relief from traffic problems. A combination of several measures can prove to be effective means of problem solving. These measures as indicated in Figure 6-5 are generally not very capital intensive and give instant results.

Figure 6-5: Traffic engineering measures

Road Markings Signage Intersection improvement Traffic separator/ channeliser Traffic Calming Techniques Delineators Footpath repair works Signalization of intersections One way streets Road rectification-patch repair Resurfacing/ strengthening Speed limits of road stretch

6.5.7 Travel Demand Management

Travel demand management is an intervention,(excluding provision of major infrastructure), to influence travel decisions so that more desirable transport, social, economic and/or environmental objectives can be achieved, and the adverse impact of travel can be reduced. A combination of TDM strategies and policies help reduce travel demand or redistribute this demand in space or in time. A demand management approach to transport has the potential to deliver better environmental outcomes, improved public health and stronger communities, and more prosperous and livable cities. A broad range of demand management strategies are available and can be brought to use depending on the situation and suitability. 6.6 Mobility Plan

Based on the framework of the plan, travel demand model, and the strategy for achieving the vision under realistic scenario, the mobility plan has been prepared and various components and details of the same are given as under:

6.6.1 Land Use and Transport

Development pattern of Allahabad has been guided by the major geographical feature of the rivers Ganga and Yamuna. The core city area developed along the banks of the river Yamuna and the Allahabad Junction. Later, the Civil Lines area developed towards the north of the Allahabad Junction during the British era. A more grid-iron based zone, the Civil Lines

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zone is low density. The Allahabad City area and the Civil Lines area form the major component of the Municipal Corporation jurisdiction part from smaller areas in Phaphamau and Naini. However, owing to a limited holding capacity of the municipal area and being part of the Development Authority’s Planning area, Naini and Phaphamau are developing at a fast pace along with Jhunsi. Naini has emerged as a major industrial hub, whereas Phaphamau and Jhunsi are also developing rapidly.

Although, the above four components of Allahabad are under a common planning agency, however, owing to their spatial context, the four components are essentially four individual cities. Refer Figure 6-6. With the Civil Lines and old city area bound by the Ganga and the Yamuna rivers on the eastern, northern and southern edge, main city is potentially poised to grow towards the west towards and around the Bamrauli Airport. The Naini area is essentially an industrial hub, with major textile industries located here. The Development Authority has comprehensively and inclusively planned residential colonies and related areas in this part of Allahabad down south of river Yamuna. Naini Railway Station is the bifurcation point of the Central and Northern railways towards Jasra and Mirzapur respectively. Similarly, Jhunsi has developed as a major entry point for Allahabad from Varanasi and Handia towards Allahabad across the river Ganga. The bridge connecting Jhunsi and Allahabad, enters the Kumbh Mela Area of Allahabad and further the NH -2 (GT Road) enters the main city and passes through it towards Kanpur. Jhunsi houses the UPSRTC regional workshop and is planned as a primarily residential area, self-sustainable in all aspects. As regards Phaphamau, the currently small residential area with a major local market serving the immediate vicinity is also envisaged as a residential area with a substantial component of industries too.

Hence, although the four components of Allahabad are well planned, the inter-connectivity amongst these is a major challenge to enable an integrated holistic development of the city enabling smooth and free-flowing movement across the rivers bringing the land use and transport development at par.

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Figure 6-6: Concept of four self – contained sub-cities

6.6.1.1 Development of Induced Growth Centres based on TOD Concept

Higher density development is concentrated near the station to make transit convenient for more people and encourage ridership. This form of development utilizes existing infrastructure, optimizes use of the transit network and creates mobility options for transit riders and the local community. Successful TOD provides a mix of land uses and densities that create a convenient, interesting and vibrant community for local residents and visitors alike.

Development of a ring-radial road network will allow the city to grow in all the directions as it is growing in recent times. Since in the existing situation there is only one core commercial zone, i.e. the old city area, there has been a heavy flow of trips attracted to the core city area. Thus, Induced Growth Centres (IGC) have been proposed at the major residential areas along the proposed by-pass or outer ring road on the periphery based on the Transit Oriented Development principle. The purpose of developing IGCs of sub-city centres is to promote mix of commercial and public/semi-public landuse, thus enhancing the ridership on the outer ring road. Once developed, they would result in a decentralised

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growth of the region and make the balanced landuse-transport integration policy effective for Allahabad. These centres are proposed to be developed in Phase III with identification of exact site based on detailed studies and proximity to surrounding areas and approved landuse plan for the region. These hubs are proposed to be developed in Phase III so as to spurt the city’s development on the southern side of the Kanpur Road-Naini-Jhunsi bypass. Eventually the bypass would turn one of the arterial roads of the city. Proposed locations of these hubs are shown in Figure 6-7. Also induced development is suggested towards the north of Phaphamau and on the extension of Jhunsi.

Figure 6-7: Proposed locations for Induced Growth Centres

6.6.1.2 Development of regional connectivity

The Comprehensive Mobility Plan for Allahabad has further suggested to develop an effective and efficient transport network to connect each of the four components i.e. Jhunsi, Naini, Phaphamau and main city of Allahabad in a strategic manner so as to discourage through and through by-passable traffic through the city. In order to develop effective and efficient transport network, the CMP for Allahabad has adopted two-way approach:

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1. Development of bypass roads for network connectivity (Detailed proposal for bypasses is given in Network Improvement Plan section) 2. Proposed introduction of reliable public transport system (Detailed proposal for city bus service along the bypasses is given in Public Transport Plan section) along these bypasses for functional connectivity.

6.6.1.3 Mobility Corridors

As speed of public transport vehicles 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 a bearing on traffic congestion. Development of hierarchy in road network of a city helps in addressing the specific problems of a particular kind of road in the entire network with specific solutions.

By designating certain roads as primary mobility corridors, the transport corridors get a priority for increasing the throughput. Development of mobility corridor based on functional characteristics of a corridor is an important step towards efficient utilization of road space. Mobility corridor should have right of way of at least 25 m for mixed traffic conditions and 30 m for carriageway with dedicated public transport bus lane . These corridors would be expected to have the following cross-sectional elements:

1. Continuous kerb, footpath-cum-drain & bi-cycle lanes 2. Service roads where feasible 3. Restriction or preferably prohibition of parking on the carriageway/shoulders 4. At-grade/grade-separated public transport systems as per the public transport/mass transport master plan

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Figure 6-8: Proposed mobility corridors

The mobility corridor for Allahabad Planning Area has been identified based on the existing highest vehicular flow and passenger flow during peak hours along the main arterials. Referring to the Figure 6-8, the mobility corridors are categorized into three level hierarchies as below:

1. Level 1 : Outer Corridor Ring  Allahabad Bypass  Outer Bypass road from Stanley Road - Kanpur Road - Rewa and Mirzapur Roads - Jhunsi.  Bypass road connecting Allahabad Bypass to Kanpur Road 2. Level 2 : Radial Corridor  Lucknow Road upto Phaphamau  NH-96 - JL Nehru Road  Rewa Road and Mirzapur Road  GT Road from Bamrauli to Jhunsi 3. Level 3 : Inner Ring Corridor  Stanley Road

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 PD Tandon Marg  Inner Bypass from Bamrauli to Rewa Road  Kumbh Mela Road from Teliarganj to Darraganj

6.6.1.4 Network Improvement Plan The Comprehensive Mobility Plan for Allahabad has suggested improvement of network for overall enhancement of connectivity. As a part of its network improvement plan, the following aspects have been covered:

 Completion of New Links  Widening of Roads (in accordance with Allahabad Master Plan)  Development of bypasses

Each of these aforementioned aspects has been described as a part of network improvement plan in details in the subsequent sections.

 Proposed New Road Links

To continue and complete the proposed mobility corridor, the following new links need to be developed in Allahabad. The details of these new links are given below. Refer to Figure 6-9 for details. Figure 6-9: Proposed new links

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 Widening of Roads

Most of the commercial areas in Allahabad have congested roads, partly because of encroachment and hawkers. Thus, considering this aspect, the Master Plan 2021 has identified the designated right-of-ways for the sections/roads to be achieved. Currently, majority of them have abundant encroachment upto the carriageway under use. Based on secondary data and primary data the CMP for Allahabad has also suggested widening for the following roads (by removing encroachments).

Table 6-1: Road widening proposals for Allahabad

S.No. Road Name Proposed RoW 1 Nawab Yusuf Road 30 2 Mahatma Gandhi Marg 45 3 Lal Bahadur Shastri Marg 30 4 Maharishi Dayanand Marg 41-62 5 Sarojini Naidu Marg 30 6 Sardar Patel Marg 24 7 Kasturba Gandhi Marg 23-30 8 Stanley Road 30-42 9 Kamla Nehru Marg 30 10 Master Zaharul Hasan Marg 30 11 Laouder Road 24 12 Jawahar Lal Nehru Road 35-40 13 Motilal Nehru Marg 45 14 Phaphamau Marg 45 15 Chintamani Ghosh Marg 18 16 Bank Road 18 17 Mission Road 18 18 GT Road 24-30, 45-60 19 Leader Road 24 20 Khusrobagh Marg 30 21 Dr. Katju Road 24 22 Nurullah Marg 24 23 Netaji Subhash Marg 24 24 Swami Vivekanand Marg 24 25 Zero Road 18 26 Tilak Marg 18 27 Sahitya Sammelan Marg 18 28 Triveni Road 24 29 Rambagh Station Marg 24 30 Yamuna Bank Road 24 31 Shaukat Ali Marg 18

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S.No. Road Name Proposed RoW 32 Suleman Marg 18 33 Mutthiganj Marg 18 34 Rewa Road 45-60 35 Mirzapur Road 45-60 36 Agriculture Institute Road 30 37 New GT Road 45-60 38 Old GT Road 24 39 Sahson Road ( Jhunsi) 45 40 Unnav Road 45-60 41 Faizabad Road 60 42 Sahson Road (Phaphamau) 30-60  Development of by-passes

Origin – Destination survey conducted at 6 outer cordon locations shows that on the average 16% of traffic is bypassble traffic, i.e external-to-external (EE) traffic with no destination in the city although adding to the traffic volume in the city. By developing proper road network link this traffic can be bypassed. Considering this aspect, the CMP for Allahabad in accordance with the Allahabad Master Plan has assessed the need for bypasses and proposed development of the following bypasses around Allahabad (refer to Figure 6-10).

1. Kanpur Road to Stanley Road via west of Bamrauli Airport and Parag Dairy along the Cantonment Area and the banks of river Ganga. The bypass is proposed with a right of way 60m. This shall divert the bypassable traffic between Kanpur and Faizabad/Jaunpur from passing through the core area of the city. Currently this traffic amounts to about 15% of the external traffic. 2. Kanpur Road to Varanasi Road along the outskirts of the city growth across the river Yamuna, crossing and leaving the Rewa Road and Mirzapur Road and then going across the river Ganga to meet Varanasi Road near Jhunsi continuing upto village Sahson. With a right of way of 60m, the bypass would withdraw from the busy and congested areas of the city on GT Road, the through traffic from Kanpur to Jhunsi which is currently a significant 15%. It would also withdraw the traffic from Kanpur to Rewa and Mirzapur from inside the city and bring them to the outer periphery of the city.

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3. Varanasi Road upto Phaphamau via Sahson Road: The existing road to be upgraded to bypass road with 60m right-of-way. This would weed away the traffic between Varanasi road and Faizabad/Jaunpur from inside the city. 4. Mirzapur Road upto Naini Bridge with right of way 60m, thus providing a bypass to the Naini area. Envisaging extensive development of Naini area, the bypass would offload the traffic from the Mirzapur road which is passing through the Naini Development Area and thus avoid any congestion in the city in future. 5. Prayag Railway Station upto Darraganj along the bank of river Ganga. There is currently no connectivity to the Kumbh mela area except for the distantly present J.L.N. Road. This 30m right of way road shall provide connectivity to the Kumbh mela area and provide an alternative apart from the JLN Road to reach the Mela area from Phaphamau and Jhunsi.

Figure 6-10: Proposed bypasses

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 River Bridges

In order to facilitate the proposed bypasses, cutting across the river Ganga and Yamuna on the three sides of the Allahabad city, connecting main city with Jhunsi, Naini and Phaphamau, five (5) new bridges will need to be developed apart from the existing 3 road bridges. These are shown in Figure 6-11.

Figure 6-11: Proposed River Bridges

6.6.2 Public Transit

Public transport (Bus) accounts only 0.80 % of total registered vehicles and contribute almost 8% of total motorised trips in the study area. Thus if the same trend continues, by 2031 the traffic and transportation situation of will be completely unsustainable with only 10% trips by PT against a crucial 71% private modes.

The objective of CMP is to move people and goods and not just the vehicles by promoting public transport. By following the NUTP guidelines and to fulfill the objective of a CMP, the

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CMP for Allahabad has carried out various alternative scenarios to arrive at the best feasible and sustainable public transport scenario for Allahabad. The details of scenarios are described in Travel Demand Assessment Chapter.

As per the Public Transit only scenario with improved frequencies and augmented services, only 14% PT share was achieved. However, with the integrated approach of network improvement, City Bus Augmentation and integration of City Bus System with IPT modes in an organised and rationalized manner, about 21% PT share is achieved.

It is important to note that Allahabad is a compact city with primary dependence on IPT and private modes. It is the IPT which has deep penetrations into the city, although the shared autos follow fixed routes, yet they carry a substantial percentage of moving population. Hence, a strategic approach of rationalizing the IPT routes and using them as feeders for City Bus Services and for the Light Bus Based services (Midi and Mini Buses) would considerably increase PT share encouraging shift from private modes to public modes apart from stabilizing the PT share in 2031 relative to current status. Adopting these strategic measures, the Public Mode trip share in Allahabad is estimated to touching 40% (PT + IPT) of the total in horizon year 2031. However, it is essential to note that this also requires emphasis on revitalization and retrofitting of areas along the city arterial roads proposed to be developed as Lite Bus based corridor with Midi buses as well as along the routes under City Bus Services. Also induced development along the new links together with rationalized IPT system shall encourage increased PT ridership in future.

1 Development of three tiers of Public Transport system which shall include:  City Bus Services Augmentation  Lite Bus Based Transit Service  Integration of IPT and PT towards an organised and rationalised system 2 Improvement and development of adequate infrastructure for promotion of public transport and multi-modal integration 3 Implementation of ITS for improving reliability of public transport 4 Initiating reform measures in Urban Transport 5 Promoting public participation and campaigning mass awareness programme 6 Encouraging private sector in promotion of public transport

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6.6.2.1 Development of three tiers of Public Transport system The CMP for Allahabad has proposed phase-wise development of three tiers of public transport system in accordance with the characteristics of the city. As discussed above, Allahabad has a very high share of private modes and owing to the organic nature of the city and its affinity for NMT and IPT, as also limited share of the existing City Bus Services, it is proposed to develop a hierarchical system of public transport, with modes providing first mile and last mile connectivity, acting as feeders as well as the main public modes of travel. Augmentation of City Bus Services with improved frequencies/headways and high frequency lite bus based system are expected to encourage shift from private modes to public modes. Lite bus based system in the form of bus-based or road-based system at the highest level of public transport system has been proposed along the routes (GT Road and NH96-JLN Marg) where higher ridership for the horizon year is estimated. To feed the light bus system, augmentation of city bus services and rationalized IPT system has been proposed (Figure 6-12). The CMP for Allahabad has proposed phase-wise development of public transport system in Allahabad city as discussed below.

Figure 6-12: Proposed Public Transit System for Allahabad

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Phase I, Public transport plan for Allahabad includes: 1. Augmented City Bus service along the existing routes with increased frequency (15 minutes) 2. Increase in frequency of city bus service (10 minutes) in order to augment the existing services along:  Corridor-1: Phaphamau-Teliarganj-Bank Road-MNIT-Alopi Bagh-Bairahana-Minto Park- Naini  Corridor-2: Bamrauli Airport-Subedarganj-GT Road- Bairahana-Alopi Bagh-Jhunsi 3. Organising and scheduling IPT routes for the main city to bring people onto the CBS routes

Phase II, Public transport plan for Allahabad includes: 1. Augmentation of City Bus Service along the existing city bus service routes with minimum frequency of 10 minutes: Frequency of 5 minutes along the Corridor 1 and 2 and 10 min frequency along Kamla Nehru Road-Master Zahurul Hasan Marg and P D Tandon Marg- Stanley Road 2. Introduction of Mini buses/IPT on identified roads other than city bus routes to act as feeders 3. Rationalisation of IPT Routes: In order to minimise the overlapping of IPT routes with city Bus Service routes and to develop IPT to act as feeder service to the city bus service and mini buses, IPT services should be promoted in the areas to promote multi-modal integration. 4. Rural IPT: IPT services should also be promoted in the rural/peripheral areas of the city on the proposed bypasses to bring the trips on to CBS/Bus system for travel in the city.

Phase III, Public transport plan for Allahabad includes: 1. Augmentation of City Bus Service across the city 2. Organised and restructured Mini Bus Routes and IPT routes 3. Introduction of Lite Bus-based transit system in two corridors  Corridor-1: Phaphamau-Teliarganj-Bank Road-MNIT-Alopi Bagh-Bairahana-Minto Park-Naini  Corridor-2: Bamrauli Airport-Subedarganj-GT Road- Bairahana-Alopi Bagh-Jhunsi

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4. Outer Bus System/Rural IPT: IPT services should also be promoted in the rural/peripheral areas of the city on the proposed bypasses to bring the trips on to CBS/Bus system for travel in the city.

6.6.2.2 Restructuring of IPT and adoption of strategies for sustainable City Bus Service As per Government of India’s flagship Scheme of JnNURM, Ministry of Urban Development, Government of India, has sanctioned 150 buses for augmenting the city bus service in Allahabad. Out of these 150 sanctioned buses, 132 buses are now operated by UPSRTC on 23 identified routes. Since the IPT, particularly the shared auto/taxi routes, overlaps with almost 60% of the existing city bus service routes, it is clear that route overlapping reduces the commercial viability and sustainability of city bus service. Thus, considering this aspect, the CMP for Allahabad has proposed to develop IPT as a feeder service to the city bus service by rationalising the IPT routes. Figure 6-12 shows the city bus service routes and the IPT routes. Also IPT is seen as a sustainable mode for rural travel and for transition from rural system to city based travel.

6.6.2.3 Infrastructure for public transport and multi-modal integration

For development of three tiers of public transport, it is imperative to develop adequate infrastructure. Considering the multimodal integration of different types of public transport, there should be complete and supportive public transport infrastructure. Thus, CMP for Allahabad has proposed the following infrastructures to promote public transport and achieve the target of 30% share of public transport by 2031. The infrastructure requirement for Allahabad is classified as follows:

(A) Infrastructure for bus-based public transport: Following are the list of infrastructure requirements for bus-based public transport: 1. Improvement of Existing Bus Terminals of UPSRTC: At present, there are three (3) bus terminals/stations in Allahabad maintained by UPSRTC namely at Civil Lines, Zero Road and Leader Road i.e. Railway Station City side. Refer Figure 6-13. A bus station is located near District Courts (Kutchery) where primarily private buses are parked. These need to be revamped and developed with basic amenities to facilities public comfort and convenience. The ingress and egress trips to the Allahabad Junction (RS) are attracted and produced all around the main city as well as areas in Jhunsi,

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Phaphamau and Naini. Hence it is important to develop a proper Bus Terminal for the Allahabad Junction Railway Station. Also, the Bus Terminal at Civil lines and Zero Road need to be expanded and developed as they cater to the two distinct sides of Allahabad. However, with the above proposed Public Transport Plan, these existing bus stations/terminals will not be sufficient. Hence, there is an immediate requirement of additional spaces for bus services in accordance with the additional bus fleet required. 2. Development of New Terminal and Depots: Although the City Bus Service is functional under the JNNURM scheme, with 132 buses running on 23 bus routes. However, currently there is no provision of Bus Depot to park and organise these 132 buses which, as per the proposed Public Transport Plan shall further increase exponentially. Currently, the UPSRTC Regional Workshop, Jhunsi is also functioning as the Bus Depot which increases the dead running kilometers for almost 20 bus routes. Hence, exclusive space is required to serve as Bus Terminals-cum-Depots to reduce or avoid these dead kilometers. Apart from the existing terminal, eight (8) new terminal cum depots have been proposed, which are given in Table 6-2 and their locations are depicted in Figure 6-13.

Table 6-2: New Terminals cum Depots for bus Public Transport S. Name of the site No. 1 Near K.P.College, Allahabad City 2 Khusrobagh Road, Allahabad City 3 Rewa Road, Naini 4 Mirzapur Road, Naini 5 Jhunsi (at Sahson Road and Old GT Road) 6 Junction of Varanasi Road and Bypass, Jhunsi 7 On Lucknow Road, Phaphamau 8 Junction of Kanpur Road and Bypass

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Figure 6-13: Existing and Proposed Bus Terminals and Depots in Allahabad

Apart from the depots cum terminals, bus shelters also need to be provided for better operation of bus service.

(B) Infrastructure for rail based public transport: Following are the list of infrastructure requirements for rail based public transport 1. Improvement of existing railway stations: Allahabad is a major tourist, historical significant and in future envisaged as a rapidly growing economic town. Owing to Kumbh Mela, the Allahabad Railway Station is the most significant one. With the future developments taken into consideration, the other railway stations namely Rambagh, Prayag, Subedarganj and Naini need to be revamped and re-developed for better operation and passenger amenities. With the future requirements and increased frequency of goods and passenger trains, provisions for loading/unloading and warehousing/storage at these four stations should also be made. During Kumbh Mela period, the passenger inflow at the stations increases and the Allahabad Junction Station is not able to handle the peak hour traffic.

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Hence, temporary extension area for amenities and facilities for this period should be identified in consultation with the Kumbh Mela Committee. Also, provisions should be made for mela bound passengers to board and alight at Darraganj and Prayag respectively. 2. Railway Over-bridge (Flyovers)/Under-bridge: Currently there are 8 level crossings, 7 underpasses and 2 over-bridges in the area. It is suggested to undertake widening of these underpasses upto a minimum 15 m clearing after due feasibility. As of now, the underpasses are extremely narrow and major points of congestion. Owing to proposed bypass and new links, following flyovers/over- bridges are proposed as also shown in Figure 6-14:  Junction of Kanpur road and proposed bypass  Junction of bypass and Kanpur Railway Line  Crossing of bypass and the Mirzapur railway line  Crossing of 45 m road from bypass and the Mirzapur Railway Line  Crossing of bypass and the Naini railway line  Crossing of 45 m road from bypass and the Naini Railway Line  Bypass crossover on Varanasi bound railway line  Bifurcation point of Lucknow and Pratapgarh railway lines in Phaphamau

Figure 6-14: Locations of Proposed ROBs/Flyovers in Allahabad

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6.6.2.4 ITS for Public Transport In order to promote public transport in general and city bus service in particular improvement in the quality of service, efficiency, reliability and safety is utmost important which can lead to wider acceptance of the service. In the wake of newly started city bus service under JnNURM, there is an urgent need of installation of ITS and control system facilities. Installation of ITS will improve the efficiency, reliability, and safety of the city bus service which will create value addition to the service and thereby will contribute to increase in ridership. The CMP for Allahabad has proposed phase wise installation of ITS system for improvement in the quality of city bus service and to promote public transport. Figure 5-19 shows the ITS architecture for promoting public transport.

Figure 6-15: ITS architecture for promoting public transport

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 Installation of ITS on vehicles: – GPS and Data Logger Facilities: The system would record latitude, longitude, fuel consumption data (optional), with time stamp so as to be able to facilitate computation of stoppage data, speed data, distance covered, route deviation, stoppage deviation, skipping of scheduled stoppages, and provide passenger information like next bus queue shelter, expected time to arrive at next bus queue shelter, etc. – LED display in vehicles capable of providing information of current location of bus and the next stop. – Automated announcement facilities on the bus to inform the current position of the bus, next stoppage and the time left to reach next stoppage. – A modem/GSM-based transceiver for maintaining contact between the bus driver and the control centre. – Fuel sensor to provide correct information on fuel consumption per kilometer, fuel theft, etc.

 Installation of ITS at the bus stops – LED display at bus shelter to provide a wide range of message display attributes including the information on departure sequence number, route number, destination, scheduled departure time, predicted time of arrival, etc. – Communication interlink system for maintaining communication between the bus stop and the control centre

 Installation of ITS at the control station – Communication centre (GSM/CDMA/GPRS based) – GIS Application Software – Other hardware and software requirements at the control centre

The central control system shall have suitable facilities for detecting and reporting malfunctions and failures of system elements without continuous supervision. The system shall include a comprehensive, efficient and user-friendly Database Configuration Management Tool for managing the process of entering/changing data,

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verifying the data, testing the data, activating the data in the live data set, distributing the live data set around the whole system (including the vehicle fleet) and withdrawing the data. The tool shall enable the number of routes covered by the system to be increased with minimal disruption to the settings of previously configured routes. In addition to the above mentioned ITS Facilities, it is proposed that the following will be included at a later stage in the second phase for a more comprehensive ITS environment for public transport system management and control in the city.

It also proposes for the introduction of Management Information System (MIS) covering the aspects related to vehicle details, fare collection details, etc.

6.6.2.5 Initiating reform measures in Urban Transport To effectively promote and implement public transport, a robust institutional arrangement is essential. In line with the Government of India guidelines, it is proposed to set up a single agency that would coordinate public transport services in the city so that there is an integrated service. Refer to Chapter 8, Institutional Framework where the details of institutional setup has been discussed.

6.6.2.6 Public participation and Awareness Programme

For successful implementation of the public transport project, it is considered necessary to promote public awareness and create a sense of public ownership of the project. It is necessary to evolve an outreach and education strategy for public transport. Refer to Annexure, where public participation and campaigning mass awareness programme has been discussed in detail.

6.6.2.7 Encouraging private sector in promotion of public transport

Traditionally, the responsibility of providing public transport lies with the Government financed and operated using resources from taxes and various levies. Over the years, experience have shown that important urban utility services like urban transport is controlled by multiple institutions resulting in fragmentation of functional responsibilities and large scale inefficiencies in service delivery. In order to improve the quality of service delivery of public transport and to effectively infuse and utilise private fund for supply of

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public transport, participation of private players should be encouraged through adopting various Public Private Partnership (PPP) models. Details of various PPP model have been discussed in Chapter 8, Implementation Programme and Costing.

6.6.3 Non-Motorised Transport

About 56% of trips within Allahabad are made by Non-Motorised Transport (NMT) which includes walk, bicycles and cycle rickshaw with 35% trips by walk alone. The CMP for Allahabad targets these NMT trips. To ensure safe pedestrian mobility, provision of footpath, safe pedestrian crossing facilities and slow moving vehicle lanes are proposed as part of the NMT Improvement Plan.

6.6.3.1 Footpaths A significant portion of the trips (35%) are walk trips; however, almost 100% of the road network do not have footpath. The target has been set to achieve walkability index of 100% by 2031 from existing walkability index of 0% in 2010. The CMP for Allahabad has therefore proposed the development of 350 kms of footpath in phase-wise manner (Figure 6-16). The following measures needs be undertaken as a part of improvement in pedestrian mobility:

 Construction of Foot Path on the proposed mobility corridors and also the secondary arterials, as a minimum requirement. It should also be created in all the residential roads, wherever possible.  A minimum usable width of 1.5 meters should be provided for footpath.  It is desirable to have a footpath width of 2.0 meter for all roads.  Obstructions on footpath must be relocated. The footpath must be cleaned and even made comfortable to walk on.  Footpath design must discourage two wheelers using the footpath during periods of congestion.  At signalised intersections, pedestrian zebra crossings must be clearly marked.  Footpaths at all busy intersections must be provided with handrails to enforce pedestrians cross at zebra crossings.

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6.6.3.2 Bi-cycle Lanes

Several trips exceeding a trip length of 2 km are made through bi-cycle. Sixteen percent (16.2%) of the trips in Allahabad are made by cycles. To encourage and cater to these trips, dedicated bi-cycle lanes should be provided. The non-motorised vehicle lanes must be continuous and form a network. CMP for Allahabad has proposed the development of 350 kms of cycle track in three phases (refer to Figure 6-16).

Figure 5-20 shows, the phase-wise development of NMT plan (development of footpath and bicycle lanes). In the Phase I, it is proposed to develop approximately 100 km of footpaths and bicycle lanes. In Phase II, about 80 km is proposed to be developed under NMT while in Phase III, about 170 km of NMT network is proposed to be developed along all major roads.

Figure 6-16: Proposed NMT plan

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6.6.3.3 Pedestrian Crossing Facilities

Referring to chapter three, Existing Transportation Scenario and Table 6-3 giving the PV2, the intersections have been proposed to be given differential treatment to enhance pedestrian safety and also encourage an injury free and comfortable pedestrian movement.

Table 6-3 Pedestrian-vehicular conflict represented by PV2

S.No. Name of Location PV^2 1 Railway Station City Side 8.62 2 Subash Chowk 15.30 3 Pani Ki Tanki 1.01 4 Traffic Line 1.36 5 Alopibagh Junction 0.93 7 Balson Chowk 0.63 8 NH2 - NH 27 Junction 5.25 9 Kotha Parcha 3.39 10 Jhonsonganj Chowk 1.71 11 Ghantaghar Junction 1.38 12 Hanuman Mandir Chowk 1.15 13 I.T.Chowk 0.8

6.6.3.4 Pedestrian Facilities at Intersections

Pedestrian Safety is one of the key features that need to be addressed under urban transport planning for any city. A continuous, obstacle-free movement of pedestrians is possible when there is a seamless pedestrian walkway network on urban roads. For this purpose, intersections act as crucial areas of focus for safe pedestrian movement. The following list of intersections has been selected based on the pedestrian volume study for installation of pedestrian signals along with necessary road-markings as well as raised crossings in order to slow down vehicular traffic close to intersections.

1. Jhonsonganj Chowk 2. Ghantaghar Junction 3. Hanuman Mandir Chowk 4. IT Chowk 5. Balson Chowk 6. Traffic Line 7. Kutchery Road

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Based on traffic and pedestrian flow data, following locations (refer to Figure 6-17) are recommended for grade separated pedestrian crossing facility:

1. Railway Station City side 2. Subhash Chowk 3. Pani ki Tanki 4. Alopi Bagh 5. NH2-NH27 Junction 6. Kotha Parcha

However, due to space constraints, a grade separation may not be feasible immediately. Hence, progressive calming measures succeeded with grade separation are suggested. For example, currently there is a space constraint at the city side of the Allahabad Junction and special treatment may be required such as raised crossing for traffic calming, then pedestrian signal and once the proposed right of way is achieved for the road, then grade separation such as sub-way or an raised road and at level pedestrian path may be adopted.

Figure 6-17: Locations of junctions for grade separated pedestrian facility

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Figure 6-18: Typical drawing of a raised crossing

Figure 6-19: Examples of raised crossing

6.6.3.5 Cycle Rickshaw Management Plan

Cycle rickshaws play a very important role in the city as they cater to a large number of short distance trips (1-5 km) in any city. A significant number of short distance trips are being catered by cycle rickshaw in Allahabad city. Cycle rickshaws constitute 3% of total trips.

In addition, Cycle rickshaw is one of the most eco-friendly modes of transport and generates employment for the economically weaker section of the society. With the intention to streamline traffic, Modern Cycle rickshaw stands are required at major locations across the city with the following facilities:

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 Sitting facility  Fare Chart  Free-of-cost drinking water facility for the registered cycle rickshaw pullers  Free-of-cost urinal and bathing facility for the registered cycle rickshaw pullers  Rickshaw repair facility  Night Shelters for the cycle rickshaw pullers subject to land availability by the Municipal body

The CMP for Allahabad has proposed the development of modern cycle rickshaw stand in old city areas.

6.6.4 Area Traffic Improvement Plan

6.6.4.1 Core area

The areas such as Chowk, Johnsonganj, Kutchery etc. form the old city area of Allahabad city. A distinguishing characteristic in Allahabad is that all the activities, such as commercial or mixed-use, takes place mostly at the mouth of the junctions. Slow moving traffic such as cycle, cycle rickshaw, animal cart etc. in the old city areas along with fast moving traffic leads to congestion and safety hazards for NMT users. CMP for Allahabad thus proposes to segregate the slow moving traffic from the fast moving traffic to improve the speed profile and avoid mixing of traffic, which acts as a safety hazard for the NMT.

6.6.4.2 Traffic and Area Improvement

With a multifaceted commercial nature of the CBD area, it is seen that people from within the city, outside regions and tourists frequently visit the area. The proximity of the transport hub and activities like retail commercial and wholesale trading for decades has resulted in severe degradation of the area and its environs.

As part of the short term improvement plan, a comprehensive area traffic improvement comprising of one ways, signage, parking etc are proposed; so as to retain its importance as a trading and commercial hub, at the same time, improve the overall appearance and the surroundings so that it becomes an attractive and a more liveable area. The following areas was have been taken up as part of the short term plan:

1. Civil lines/MG road (from high court to Hanumat Niketan) 2. Railway Station city side area

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3. Chowk and Ghantaghar area 4. Kutchery and Katra Market area 5. Khusrobagh and Khuldabad area 6. Rambagh, Medical, Sohbatiyabagh and Alopibagh area 7. Railway Underpass (7 locations in the city)

 Civil lines/MG road (from High Court to Hanumat Niketan) Mahatma Gandhi (MG) road stretch from High Court to Hanumat Niketan is most important and critical area in the Allahabad city. This area includes major office buildings, shopping complexes, market areas, major important activities and very high traffic movement. The area contains more than three critical and important junctions namely Income Tax junction, Hanumat Niketan junction and Fire brigade junction. Income tax and Hanumat Niketan junctions on MG Road are the busiest junctions of the city, where congestion is occurring throughout the day. The approx. traffic volume at the junction is to the tune of 3000 PCUs per hour with a mix of slow and fast moving vehicles. The pedestrian movement is also very high in this area due to two nearby junctions. This area requires extreme solutions in terms of vehicular parking on MG road and SP Marg, extra road widening, footpath construction or repair work, signalization of the junctions, traffic signage etc. Therefore to improve the traffic circulation in the area, an overall traffic improvement plan has been proposed as shown in the Figure 6-20. This includes the following: i) Implementation of one ways

 Traffic from City side to Civil lines via MG Road (during peak hours)  From Fire brigade to Johnsonganj via Kamla Nehru road (during peak hours) ii) Improvement of junctions:  Income Tax Intersection  Hanumat Niketan Intersection  Fire brigade Intersection

The proposed detail design of these junctions is given in Section 3.3 of the report. iii) Repair work of Median  MG road, from All saint cathedral to Hanumat Niketan iv) Resurfacing/construction of Footpath  On MG Road from All Saint Cathedral to Hanumat Niketan

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 SP Marg from Fire brigade to Mayohall v) Provision of Semi-High Mast Lights  Fire brigade crossing  Lok Sewa Aayog crossing  Mishra Bhawan crossing  Patrika crossing  Pani ki tanki crossing vi) Removal of Encroachment  MG road  SP Marg  Purushottam Tandon Marg  Kamla Nehru road vii) Parking Management  MG road  SP Marg  Stanley road (for aligned parking of buses on road side)  Off street parking to decongest the on road parking at identified locations  Near High court viii) Demarcation of Parking  Two Wheelers  Cars  Auto Rickshaws  Bus Pick and Drop Location on Stanley road ix) Road Widening  MG road from existing four lanes to six lanes with proper on road parking and footpath  SP Marg from two lanes to four lanes with proper on road parking and footpath

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Figure 6-20: Improvements for Civil lines/MG road (from High Court to Hanumat Niketan)

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 Kutchery and Katra Market Area The Kutchery and Katra area is very old and very busy area during the peak hours. Both the areas turn high volume of four wheelers and two wheelers on the surrounding roads. Therefore to improve the traffic circulation in the area, an overall traffic improvement plan has been proposed as shown in the Figure 6-21. The proposal for Kutchery and Katra includes the following: i) Demarcation of Parking  Two Wheelers  Cars  Auto Rickshaws ii) Signalization of Intersection  Kutchery junction iii) Removal of Encroachment  Kamla Nehru Road iv) Implementation of one ways

 One full loop from Katra junction to Bank road to SP traffic office to Kutchery to Katra Junction  One way from Kutchery to Katra main junction

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Figure 6-21: Improvement for Kutchery and Katra Market Area

 Railway Station and Johnsonganj Area Railway Station city side is also very high congested area in terms of motorized vehicles (two wheelers, four wheelers and Buses) and non-motorized vehicles (pedestrians, cycles, pedal rickshaws, tonga and cart etc.). The Leader road, Pani ki Tanki road, Nurullah road and Muirabad road are very congested. The proposed interventions are shown in the Figure 6-22, which includes the following: i) Demarcation of Parking  Two Wheelers  Cars  Parking construction with only paver blocks for Auto and tempos at new identified locations as per discussion ii) Intersection Improvement  Johnsonganj Intersection  Railway station city side Intersection iii) Signalization of Intersection  Johnsonganj

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 Railway station city side  Khuldabad junction iv) Street lighting  Kamla Nehru road and Leader road – income tax crossing to pani ki tanki via Johnsonganj and railway station city side v) High mast/semi high mast street lighting  Railway station city side – high mast  Johnsonganj – semi high mast vi) Removal of Encroachment  Kamla Nehru Road  Leader road  Nurullah road  Muirabad road vii) Road resurfacing/patchwork  Leader Road  Pani ki Tanki road (from Khusro Bagh Tiraha to Pani ki Tanki crossing) viii) Implementation of one ways

 One full loop from Railway station city side junction to Khuldabad junction to Muirabad junction to Railway Station city side Junction (full time)  One way from Johnsonganj junction to Pani ki Tanki junction (during peak hours only for motorized vehicles) At present the tempo and auto stands/stops on both the sides of the Railway station junction, create very high congestion on all roads. The heavy and light vehicles also create nuisance in the area. To ease out the traffic on the road it is proposed to apply one way from Johnsonganj junction to Pani ki Tanki junction via railway station for only motorized vehicles. Railway station provides parking for taxi/cab, auto/tempo and two wheelers but at present, there is no proper auto and tempo stand. All these activities happen on roads hence separate auto/tempo stand is proposed away from the junction on both the sides and these need to be constructed and demarcated properly to smoothen out the traffic.

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Figure 6-22: Improvements for Railway Station and Johnsonganj

 Khusro Bagh and Khuldabad Area Khusro bagh and Khuldabad area is very old and very congested in the city. It contains most of the old residential area of the city. During the festival season most of the activities occur here

99 Comprehensive Mobility Plan for Allahabad Draft Final Report and the traffic movement is very high in peak hours. To improve the circulation around the fort Station the interventions proposed are shown in the Figure 6-23, which includes the following: i) Signalization of Intersection  Railway station city side  Khuldabad junction ii) High mast/semi high mast street lighting  Khuldabad crossing – Semi high mast iii) Removal of Encroachment  NH-2, from Khusro bagh to Khuldabad crossing  Nurullah road iv) Road and Footpath resurfacing/patchwork  Nurullah road  NH-2 v) Implementation of one ways

 Traffic coming from Khuldabad, Kaladanda and Malviya Nagar should be diverted via Khusro bagh road and not via railway station junction  Traffic coming from Lookerganj and Kaladanda and going towards Railway station should be diverted via Khusro bagh road

Figure 6-23: Improvements for Khusro Bagh and Khuldabad Area

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 Ram Bagh, Medical, Sohbatiya Bagh and Alopi Bagh Area All the above said areas are very important and critical areas in the south city of Allahabad. They form an important very busy and crowdie activities area. The traffic movement in peak hours is very high in all these areas which create jams for hours. Local market (bazaar) and hawkers also create very high congestion in the area. Since it would not be possible to remove the hawkers and NMT modes from the area, therefore to improve the circulation pattern in the area the following interventions are proposed: i) Parking demarcation  Two wheelers  Four wheelers ii) Signalization of Intersection  Bairahna crossing  Kotha Parcha  Medical Chauraha  Fort road Alopi bagh crossing  Ram Bagh crossing iii) Semi high mast street lighting  Alopi bagh  Ram bagh crossing iv) Removal of Encroachment  NH-2 from Bai ka Bagh/Bairahna to Alopi bagh crossing  Luther road  Kid Ganj road  MG road v) Road and Footpath resurfacing/patchwork  SH-96 vi) Implementation of one ways/diversions

 Kotha Parcha to South Malaka to Kotha Parcha

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 Traffic from George town area to Bairahna and Alpoi Bagh is proposed via Bairahna underpass and traffic from Alopi Bagh area to civil lines/George town is proposed via Sohbatiya bBagh underpass.

 Traffic coming from Civil lines and going to Alopi Bagh area should divert from Malviya road Tiraha to Alopi Bagh flyover to Sohbatiya Bagh underpass to CY Chintamani road to Malviya road during peak hours (only for motorized vehicles)

The details are shown in the Figure 6-24.

Figure 6-24: Improvements for Ram Bagh, Medical, Sohbatiya Bagh and Alopi Bagh Area

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 Chowk and Ghantaghar Area The Chowk and Ghantaghar area is also very busy and highly congested due to the mix kind of vehiclular movement and market/shopping area. The existing two and four wheeler parking, movement of non-motorized vehicles, road side or on footpath hawkers all create very high congestion during the full day in the area and it requires some regulation and enforcement measures. Therefore to ease out the congestion of this area the proposed interventions shown in the Figure 6-25, are as follows: i) Demarcation of Parking  Two Wheelers  Cars ii) Removal of Encroachment  Kamla Nehru road  NH-2 iii) Road and Footpath resurfacing/patchwork  Kamla Nehru road, from Johnsonganj/Niranjan crossing to Ghantaghar iv) Implementation of one ways/diversions

 From Kamla Nehru road to Ghantaghar to Chowk to Ghantaghar – one full loop with barricades etc.

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Figure 6-25: Improvements for Chowk and Ghantaghar

 Railway Underpasses (7 locations) in the city At present the city has railway underpasses at 7 locations to connect the northern part and southern part. All these 7 underpasses are become bottlenecks during the morning and evening peak hours as they are very narrow. The frequent traffic jams occur over there. The essential transport infrastructure is in very poor condition at all the above said railway underpasses. Given below is the list of all 7 locations:

 Johnsonganj/Niranjan  Ram Bagh  South Malaka  TP Nagar near Kotha parcha  Bairahna  Sohbatiya Bagh  Alopi Bagh

Proposed Interventions at the above said railway underpasses:

 Removal of encroachment

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 Resurfacing/repairing of road work  Marking of roads  Construction of footpath on both sides (4 feet wide as per the space available)  Street lighting on both the sides and under the railway pass  Delineators and barricading to segregate the motorized and non-motorized vehicular movement to reduce the congestion in the area.  All the above said proposals should be implemented to 100 m on both the sides from the under pass.

Therefore to improve the traffic circulation in the area, an overall traffic improvement plan has been proposed as shown in the Figure 6-26.

Figure 6-26: Improvements for the underpasses

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5.6.2.1 Provision of street lighting, signages and road markings at junctions

 Street Lighting Street lighting is provided along road stretches and at intersections to illuminate streets and intersections thus facilitating road users and ensuring their safety. Street lighting includes lamp posts along road stretches and High Mast and Semi-High Mast lighting at intersections and other important area. Both these arrangements are included in short term traffic improvement and management plan with focus on High Mast and Semi-High Mast lighting. Refer Figure 6-27

The areas where street lights are proposed to be installed over short term are:

 Purushottam Tandon Road – Mayohall to Pani ki tanki – 2.8 km  Stanley road – MNIT to Income tax crossing – 5.5 km  State Highway 96 and JLN road – MNIT to Sohbatiya bagh underpass – 5.5 km  Kamla Nehru road and Leader road – Income Tax Crossing to Pani Ki Tanki via Johnsonganj and Railway Station city side – 3.5 km High Mast Lights (30 m) are proposed to be installed at the following 3 locations:

 Railway Station city side  Traffic line chauraha  Kutchery chauraha

In addition Medium Mast Lights (20 m) are proposed to be installed at the following 16 locations:

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 Ram Bagh railway station  Dhobi Ghat  MNIT crossing  Mishra Bhawan  Malviya Nagar  Kotha Parcha  Fire brigade junction  TP Nagar  Alopi Bagh  Johnsonganj crossing  Lok Sewa Aayog  Gol Park  Harsh Vardhan  Khuldabad  Mansarovar crossing  Patrik Chauraha

Figure 6-27: Stretches and intersections for lighting

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 Traffic Signs

Traffic signs are traffic Figure 6-28: Traffic Signages control devices, whether fixed or portable, for conveying warning, information, requirements, restrictions or prohibitions of any description specified by law/regulation, to the traffic on roads. Broadly they fall into two category; mandatory signs and cautionary signs. In the city of Allahabad in certain

locations, these signs are exist but in some important and critical locations, these are missing. Figure 6-28 shows the images of the above said traffic signs. Stretches for requirement of signages in Phase I are shown in Figure 6-29.

Figure 6-29: Locations for Traffic Signages

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 Road Markings Road markings are probably the simplest, cheapest and most cost effective means of regulating traffic. They can regulate, warn or guide traffic through lines, symbols or words. They also serve as symbolic barriers for separating the opposite streams of traffic, provide information for turning movements, special zones etc. They are very important at intersections to guide pedestrian across the carriageway and thus promote road safety. They not only contribute to road safety but also to the comfort and confidence of the driver.

Road marking must attract immediate attentions, have adequate legibility for the approach conditions and convey a clear meaning so as to provide sufficient time for the driver to respond. Road marking mainly include central line, traffic lanes, pedestrian crossings, stop markings, pavement edge lines, route direction arrows, bus stops, parking space limits, yellow box to indicate no stopping area, etc. The major roads where road markings are required in Allahabad are shown in Figure 6-30.

Figure 6-30: Stretches for Road Markings

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6.6.5 Freight Management

Freight movement in a city is an inevitable process of trade and economy. Traditionally, movement of goods for local consumption and sale generally takes place from a certain location within a city which is closest to the wholesale markets. In other cases where there have been successful planning interventions, the goods terminal is preferred to be located on the outskirts of the city, in order to prevent the entry of heavy vehicles into the congested parts of the city. In Allahabad the wholesale markets are located in the heart of the city areas of Mutthiganj and Khuldabad. The Khuldabad market is now shifted to the Market Committee on Kanpur Road over an area of 45 ha. Baans Mandi wholesale market is proposed to be shifted to Naini near Rewa Marg apart from two other markets in Naini and one each in Jhunsi and Phaphamau. Developing wholesale markets in Naini, Jhunsi and Phaphamau with improved connectivity through bypasses and new links, would reduce the pressure and congestion in core areas of Allahabad.

6.6.5.1 Warehousing and Truck Terminals

Warehousing is suggested on the southern side on Subedarganj Railway Station in addition to one in Phaphamau and two each in Jhunsi and Naini.

Also the master plan proposes to develop the Civil Lines zone as a City/Regional Business Centre and reduce the daily local commercial activity. However, this may not be enough, hence two city centres in Jhunsi and one each in Naini and Phaphamau are proposed.

As part of freight mobility improvement strategy, the CMP for Allahabad has made an in- depth assessment of the proposals suggested by ADA apart from analysis of primary data on freight traffic movement pattern. From the analysis it was found that the shifting of wholesale market in the proposed activity area will reduce 30% of freight related traffic form the congested core city areas. This reduction in traffic will have significant impact on the level of service of GT Road.

In order to smoothening of freight traffic the CMP for Allahabad has proposed development of truck terminals at the proposed locations as suggested by the ADA. Bypasses have been proposed for through movement of freight traffic.

The freight traffic mobility improvement strategies with respect to road transport are summarised below:

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Phase I

 Ban on movement of goods carrying vehicles during 6.30 AM to 10 PM  Ban on old goods carrying vehicles

Phase II

 Development of truck terminal at Jhunsi  Shifting of Bansi Mandi to Naini

Phase III

 Development of truck terminals at Naini and Lucknow  Development of bypasses

Figure 6-31 shows the proposed terminals supporting freight improvement mobility in Allahabad.

Figure 6-31: Proposals for Freight Management

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6.6.5.2 Inland Water Terminal for Freight

The stretch of water way from Allahabad to Kolkata on the river Ganges (1620 km) has been declared as National Waterways I and is being developed for navigation by IWAI. The Authority stated that as per report of National Buildings Construction Corporation, the annual cargo projected for Allahabad terminal would be 2.82 million tonne by the year 2025. Therefore, a better terminal with storage facility and mechanical handling facility at Allahabad was considered crucial for movement of vessels. In congruence to this, the Allahabad Master Plan has earmarked a site for 48 ha for the IWT terminal (refer Figure 6-31) in Naini along the river Ganga’s downstream.

6.6.6 Traffic Engineering Measures

Intersections are critical points in the road network and the traffic streams will have to cross each other and change the directions of their travel. In the process of changing directions and crossing the paths, traffic experiences delay and conflicts resulting in accidents. The statistics reveal that 25 per cent of the road accidents are found to occur at the intersections and the delays at intersections account for 15 to 25 per cent of the travel time. These delays and traffic accidents can be reduced by properly designing the intersections in terms of geometrics and by application of regulatory and control measures. The basic problems of junctions and suggested intervention measures are given in the Table 6-4.

Table 6-4: Problems and suggested interventions

Problems at Junction Suggested Interventions

 Poor road geometrics  Provision of footpath

 Lack of pedestrian facility  Improvement of turning radius

 Bus stand near side to the junction  Pedestrian crossing demarcation  Heterogeneous traffic movement  Road Marking

 Parking of private vehicles

 Poor enforcement

Based on traffic volume and site observations and stakeholder consultation following are the list of junctions for which requires junction improvement measures (refer to Figure 6-32 to Figure 6-39)

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 Phaphamau Intersection (inside the main market)  MNIT Intersection  Traffic line Intersection  Mayohall Intersection  Income tax intersection & Hanumat Niketan Intersection  Johnsonganj Intersection  Railway Station city side Intersection  Balson Intersection

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Figure 6-32: Phaphamau Junction Improvement

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Figure 6-33: MNIT Junction Improvement

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Figure 6-34: Traffic line Intersection Improvement

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Figure 6-35: Mayohall Intersection Improvement

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Figure 6-36: Income tax intersection & Hanumat Niketan Intersection Improvement

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Figure 6-37: Johnsonganj Intersection Improvement

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Figure 6-38: Railway Station city side Intersection Improvement

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Figure 6-39: Balson Intersection Improvement

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6.7.1 Parking Management Referring to Section 4.3.9, Allahabad city is experiencing acute parking problem. Due to shortage of adequate off-street parking space, on-street parking is observed along most of the major roads of Allahabad. Although ANN has about 22 locations under Nazrul parking, and on-street parking in many areas is also evident, at the same time, in un-authorized on- street parking were also observed in many parts of the city. Considering this aspect, the Allahabad CMP has suggested development of off-street parking space at various locations. However, the CMP for Allahabad on the one hand proposes the creation of off-street parking facilities in order to augment the parking supply, and, on the other hand, also seeks to discourage the use of private vehicles by promoting public transport, and thereby reducing private vehicle ownership so as to restrict the demand for parking. The strategies suggested by Allahabad CMP are as follows:

(A) Creation of additional off-street parking space

In order to meet the ever-increasing parking demand, the CMP for Allahabad has suggested development of off-street parking space at various locations. The locations of proposed off- street parking are as furnished below and are shown in Figure 6-40.

1. Near High Court

2. Near Indira Bhawan

3. Railway Station City Side

4. Railway Station Civil Side

5. Near Kumbh Mela Area

(B) Support public transport- Park & Ride facility

The CMP for Allahabad has suggested development of parking lots for private vehicles at major transit interchange nodes such as bus terminals, bus stations as park and ride facility. Provision of park & ride facility will not only improve the ridership for public transport but also will help in reducing the private vehicles usage. Also since there is huge demand at Subhash Chowk as well as for visitors close to Johnsonganj, Mutthiganj, Ghantaghar, Old Katra etc. but owing to space constraints, off-street parking is not possible in close proximity. Hence park and ride facility for the following is required:

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1. Mutthiganj 2. High Court 3. Ghantaghar 4. Old Katra 5. Johnsonganj 6. Kumbh Mela Area

Figure 6-40: Proposed locations for off-street parking lots

(C) Differential parking rates location wise

In order to reduce the usage of private vehicles and to promote public transport, the CMP for Allahabad suggests differential rate scheme for parking depending upon the location of parking. The parking rates at the locations other than the locations integrated with public transport nodes such as terminals or interchange points should be 1.5 to 2 times higher.

(D) Regulation of on-street parking As in many places of Allahabad un-authorized on-street parking exists along with ANN authorized parking areas and stretches, due to lack of enforcement mechanism. Further

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Allahabad CMP has suggested development of parking lots in various parts of Allahabad Planning Area, which will reduce the on-street parking demand. Considering these aspects the CMP for Allahabad has suggested regulation of on-street parking on stretches as shown in Figure 6-41. Figure 6-41: Streets for On-street Parking

6.7.2 Education & Enforcement Overall awareness of the traffic discipline and compliance with the traffic rules by road users in Lucknow is far below the desired level. Traffic Police in Lucknow will have to offer positive leadership in this direction to make people responsible and rule-abiding road users. Special traffic drives have to be planned by them for making the public aware of the traffic rules. Also, imposing fines at the spot procedure for defaulters may be reviewed in view of the large backlog of pending traffic offence cases. The Road Safety programmes are aimed at users and should serve three main purposes:

1. To inform the public about the new regulations or changes to the traffic regulation system 2. To influence the attitudes towards road safety 3. To persuade road users to change their behavior in relation to identified causal factors in road accidents

6.7.3 Airport As per the Master Plan, there is a proposal to expand the existing airport at Bamrauli as it is envisaged that it would become an international airport in future. Apart from the above, to

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more airstrips are proposed by the Master Plan, one near Iradatganj Railway Station in Naini and the other near Phaphamau.

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7 Implementation Programme and Costing 7.1 Phasing Plan

The projects identified have been phased depending upon several criteria like urgency of implementation, capital investment, ease of implementation, resource availability and environmental considerations. The phasing is generally done according to Long Term, Medium Term and Short Term requirements.

Projects, which do not require high capital investment and resource allocation and would prove useful in providing instant relief to the traffic problems of the city are given high priority and fall under Short Term Projects. Similarly, projects requiring high amounts of capital inflow and which have other issues like land availability problems and do not cater to immediate demand, are identified for medium and long term.

7.2 Project Prioritisation

As given in the above section, and in accordance with NUTP and based on the detailed analysis, all the projects identified have been prioritized as follows:

1. Public Transport 2. Pedestrianisation 3. Non-Motorised Transport 4. Para Transit Facilities (IPT) 5. TDM 6. Parking 7. Terminal Facilities 8. Intersection Improvements 9. Road Development 10. Bridges and Flyovers

The details of prioritisation are given in the Table 7-1.

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Table 7-1: Prioritisation and Phasing of Projects Phase Sl. No Project Component Short Medium Long 2013-16 2017-21 2022-31 1 DEVELOPMENT OF INDUCED GROWTH CENTRES M NETWORK IMPROVEMENT COMPLETE WITH WIDENING, MARKINGS AND 3 M M M SIGNAGES 4 ROAD DEVELOPMENT – New Links and Bypass M M L 5 PUBLIC TRANSPORT STRATEGY 5. (a) Level I City Bus Service & IPT Management H H M 5. (b) Level II High Density Bus Service (City Bus Service) & IPT Management H H M 5. (c) Level III Lite Bus Based Transit System H 6 INTELLIGENT TRANSPORT SYSTEM FOR MOBILITY CORRIDORS 6. (a) Electronic Fare Collection L H H 6. (b) Passenger Information System M H H 6. (c) Operations Management M M 6. (d) Vehicle Prioritisation M 7 NON-MOTORISED TRANSPORT PLAN 7. (a) Footpath H H H 7. (b) Bicycle Tracks H H M 7. (c) Pedestrian Signals at Intersections H 7. (d) Grade Separated Pedestrian Crossing Facilities H M 7. (e) Cycle Rickshaw Management H H 7. (f) Bike Sharing Schemes M M 7. (g) Area Improvement Plans/Core Area NMT Plan H

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Phase Sl. No Project Component Short Medium Long 2013-16 2017-21 2022-31 8 FREIGHT MANAGEMENT STRATEGY 8. (a) Up-gradation of Existing Transport Nagar H 8. (b) New Freight Terminals & Signal Free Bypass Road H M 8. (c) Inland Water Transport L 9 TRAFFIC MANAGEMENT PLAN 9. (a) Intersection Improvement H 9. (b) One Way Management H 9. (c) Signal Coordination and Optimisation H L M 9. (d) Traffic Management and Information Centre H M 9. (e) Off-street parking H M 10 OTHER PLANS 10. (a) Railway Station Improvement M M 10. (b) Railway Over Bridges M H M 10. (c) Grade Separators (Flyovers) M M L 10. (d) River Bridges L H M

Note: H- High , M - Medium and L- Low

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7.3 Cost Estimation

The mobility plan components discussed in the previous sections were considered in the estimation of block cost estimate for implementing the elements in the future. The approximate capital cost, excluding land acquisition, for implementing the mobility plan is about Rs. 5,392 Crores. The Phase wise costing is given in table below:

Table 7-2: Phase wise cost details Phases Project Cost (Rs crores) Phase I : Short Term Projects: 2013-2016 461.00 Phase II : Medium Term Projects: 2017-2021 2614.00 Phase III : Long Term Projects: 2022-2031 2316.90 Total 5392.00

The breakup of phase wise project cost are given in the Table 7-3 to Table 7-5 below:

Table 7-3: Detailed costing of Projects inS Phase I Unit Rate Cost S.No Project Quantity Unit (Rs crores) (Rs Crores) 1 City bus service(Bus Augmentation) 703 Nos 0.24 168.72 2 Construction of Footpath 100 Km 0.45 45 3 Grade Separated Pedestrian Facilities 4 Nos 3.5 14 4 Bicycle lane 100 Kms 0.5 50 5 Road Marking LS 0.26 6 ITS on Buses 703 LS 0.05 35.15 7 ITS on Bus Stops 50 0.06 3 Creation of Off-street parking 8 facilities 3 Nos 6 18 9 Up gradation of Existing Bus Terminal 2 Nos 3 6 10 Development of Bus Stops 50 Nos 0.2 10 11 Up gradation of Freight Terminal 1 Nos 50 50 12 Intersection improvement 8 LS 18.12 13 Road Widening(2 to 4 lane) 10 Km 3 30 14 RUB Widening 3 Nos. 1 3 15 Area Development Plan 3 Nos. 16 Bike Sharing 2 Ls 2.96 6 17 Street Lights LS 2.41 18 On street Parking LS 0.67 19 Signalisation LS 0.71 Total Cost (Crores) 461.0

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Table 7-4: Detailed costing of Projects in Phase II Unit Rate (Rs Cost S.No Project Quantity Unit crores) (Rs Crores) 1 City bus service(Bus Augmentation) 422 Nos 0.27 114.6 2 Construction of Footpath 80 Km 0.51 41 3 Grade Separated Pedestrian Facilities 6 Nos 3.96 23.8 4 Bicycle lane 80 Kms 0.57 45.3 5 ITS on Buses 422 LS 0.06 23.9 6 ITS on Bus Stops 75 0.07 5.1 7 Creation of Off-street parking facilities 3 Nos 6.79 20.4 8 Development of Bus Terminal 3 Nos 35.66 107.0 9 Development of Bus Stops 75 Nos 0.23 17.0 10 Freight Terminal 2 Nos 56.57 113.1 11 Road Widening(2 to 4 lane) 16 Km 3.39 54 12 Road Widening(4 to 6 lane) 4 3.50 14 13 RUB Widening 4 Nos. 1 4 14 RUB/Flyover/ROB 5 Nos. 30 150 15 New Roads 139 6.79 944 16 Bike Sharing 3 3.35 10 17 Cycle Rickshaw Management Plan LS 30 18 Area Improvement Plan 3 Nos./LS 10.00 30 19 Creation of Park and ride facilities 5 11.31 57 20 Bridges 3 Nos 270.00 810 Total Cost in Crores 2614.1 Table 7-5: Detailed costing of Projects in Phase III Unit Rate Cost (Rs S.No Project Quantity Unit (Rs crores) Crores) 1 City bus service(Bus Augmentation) 1097 Nos 0.35 381.3 2 Construction of Footpath 170 Km 0.65 111 3 Grade Separated Pedestrian Facilities 3 Nos 5.07 15.2 4 Bicycle lane 170 Kms 0.72 123.1 5 ITS on Buses 1097 LS 0.07 79.4 6 ITS on Bus Stops 50 0.09 4.3 7 Development of Bus Terminal 4 Nos 45.65 182.6 8 Development of Bus Stops 50 Nos 0.29 14.5 9 Integrated Water Terminal Ls 38.4 10 Freight Terminal 2 Nos 72.41 144.8 11 Road Widening(2 to 4 lane) 20 Km 4.34 87 12 Road Widening(4 to 6 lane) 20 Km 4.48 90 13 RUB/Flyover/ROB 3 Nos. 10 30 14 Area Improvement Plan 3 Nos./LS 10.00 30 15 New Roads 34 8.69 295 16 Bridges 2 Nos 345.62 691 Total Cost in Crores 2316.9

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7.4 Funding Options

Since cities and towns in India constitute the second largest urban system in the world and contribute over 50% of the country’s GDP, they are central to economic growth. For the cities to realize their full potential and become effective engines of growth, it is necessary that focused attention be given to the improvement of infrastructure in an organised manner. As such, the JnNURM was launched in December 2005 with the aim to encourage reforms and fast track planned development of identified cities. Focus is to be on efficiency in urban infrastructure and service delivery mechanisms, community participation, and accountability of ULBs/ Parastatal agencies towards citizens. The period of the Mission is seven years, up to 2012. During this period, funds shall be provided for proposals that would meet the Mission’s requirements. Assistance under JnNURM is additional central assistance, which would be provided as Grant (100 % Central grant) to the implementing agencies.

The funding from JnNURM is supported by counterpart funding in the form of grants from the State and the ULBs, for which the ratio has been fixed by the mission for different categories of cities. In the case of Allahabad, the funding pattern is as follows:  Government of India grant under JnNURM: 50%  State Government grant under JnNURM: 20%  Contribution from Cities/ ULBs: 30%

7.5 Alternative Sources of Funding

For the projects, which are not admissible under JnNURM, the alternative sources of funding available are given below.

Real Estate Development - It is one of the most widely used source for raising funds particularly for projects like public transport, flyovers etc. In this process, property developers are invited to develop the land along the transport corridors and share profit arising out of such sale of property. The model is widely accepted around the globe and has been well adopted in India by a number of states like Maharashtra and cities such as Indore and Ahmadabad, etc.

Dedicated Urban Transport Fund - Various states such as Tamil Nadu and Punjab have created dedicated Road Fund for development of roads, by levying cess on turnover, betterment levy, shops and establishment levy, tax on employment, surcharge on octroi and

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other levies. In Madhya Pradesh, the Infrastructure Initiative Fund has also been created. Cities like Surat in Gujarat have also set-up a dedicated fund for Urban Transport. The following types of cess/levy can be used to mobilise resources to the afore-mentioned Fund:

Viability Gap Funding - In a recent initiative, the Government of India has established a special financing facility called "Viability Gap Funding" under the Department of Economic Affairs, Ministry of Finance, to provide support to PPP infrastructure projects that have at least 40% private equity committed to each such project. The Government of India has set certain criteria to avail this facility under formal legal guidelines, issued in August 2004, to support infrastructure under PPP framework.

Viability Gap Funding can take various forms such as capital grants, subordinated loans, O&M support grants and interest subsidies. It will be provided in installments, preferably in the form of annuities. However, the Ministry of Finance guidelines require that the total government support to such a project, including Viability Gap Funding and the financial support of other Ministries and agencies of the Government of India, must not exceed 20% of the total project cost as estimated in the preliminary project appraisal, or the actual project cost, whichever is lower.

Projects in the following sectors implemented by the Private Sector are eligible for funding:

(a) Roads and bridges, railways, seaports, airports, inland waterways

(b) Power

(c) Urban transport, water supply, sewerage, solid waste management and other physical infrastructure in urban areas

(d) Infrastructure projects in Special Economic Zones

(e) International convention centers and other tourism infrastructure projects

Cess on Turnover - A substantial amount of revenue could be generated through cess on turnover, particularly in cities, based on industry, trade and commerce activities. Such cess has already been levied for Bangalore MRTS project.

Betterment Levy through Value Capture Mechanism - It is a fiscal instrument to generate funds by recouping the land value increment. It aims to recover the project cost from the beneficiaries of the project. This method has been experimented in the case of Bangalore for

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LRT project in the form of metro tax. In Mumbai, for the improvement of transportation system, resource mobilisation is proposed through raising revenues from value capture resources, which include contribution from employees, transport development levy, development cess on daily rail and intercity bus tickets, surcharge on seasonal tickets, property development levy, etc.

Shops and Establishment Levy - This method has the potential to be one of the large revenue gathering measures, particularly in Indore city, where the predominant economic base is trade and commerce:

 Tax on Employment - An additional source of revenue can be generated by an additional levy on the employer. This has been successfully adopted in cities of developed countries like Paris and France.  Surcharge Levy on Octroi Rates - This method involves levying a surcharge on Octroi. In areas where there is a proposal for abolishment of Octroi, a substitute in the form of Entry Tax has been enforced which has potential to generate sizeable source of revenue.  Sale of Government Land and other Property - It is an efficient source of raising resources by local bodies. Cities in India have been raising funds through sale of government land for road infrastructure improvement projects.

Besides the above-identified sources, the city can also access carbon credits and grants from other international sources including GEF, DFID, GIZ, etc. It can also access loans from international banks like ADB, World Bank, etc.

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8 Institutional Framework

8.1 Introduction

City transport system generally involves several organisations that look after various forms and aspects of the transport system and network and have overlapping functions and areas of work. The existing institutional setup in Allahabad includes a variety of institutions sharing their responsibilities in different aspects of governance of Allahabad city. Allahabad Nagar Nigam (ANN), which is primarily responsible for the governance of the city and for providing urban infrastructure and services to its citizens, is one of them for instance. Aside from the local level institutions, various departments and agencies from the State Government play important roles. Therefore, to delineate areas and to remove ambiguity of functions, the institutional framework has been proposed, as given in Figure 8-1.

Figure 8-1: Departments and Organisations involved in Urban Affairs and Urban Transport

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(A) Existing City Level Institutions  Allahabad Nagar Nigam (ANN): Local level governance; Primary Collection of Solid Waste; Maintenance of Storm Water Drains; Maintenance of municipal roads; Allotment of Trade Licenses under the Prevention of Food Adulteration Act; O&M of internal sewers and community toilets; Street lighting

 Allahabad Development Authority (ADA): Preparation of Master Plans for land use; Development of new areas as well as provision of housing and necessary infrastructure.

 District Urban Development Authority (DUDA): Implementing agency for plans prepared by SUDA. Responsible for the field work relating to community development – focusing on the development of slum communities, construction of community toilets, assistance in construction of individual household latrines, awareness generation, etc.

 Allahabad City Bus Services Limited: A newly created special purpose company with share of UPSRTC, ADA, ANN to monitor and regulate city bus service in the city.

(B) Existing State Level Institutions  State Urban Development Authority (SUDA): Is an apex policy-making and monitoring agency for the urban areas of the state. Responsible for providing overall guidance to the District Urban Development Authority (DUDA) for implementation of community development programmes.

 UP Awas Vikas Parishad (UPAVP): Is a Nodal agency for Housing in the state. Involved in planning, designing, construction and development of almost all types of urban development projects in the state. Autonomous body generating its own resources through loans from financial institutions.

 UP State Transport Corporation (UPSRTC): Provides intra-city and state-wide public transport; maintenance of buses, bus stands.

 Public Works Department (PWD): Construction of main roads and transport infrastructure, including construction and maintenance of Government houses and Institutions.

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 State Tourism Department (STC): Responsible for promotion of tourism

 UP Pollution Control Board (UPPCB): Pollution control and monitoring, especially river water quality and regulating industries.

 Town and Country Planning Department (TCPD): Preparation of Town Plans, including infrastructure for the state (rural and urban)

 Office of the Commissioner, Allahabad Division: Coordination of activities of various institutions

8.2 Issues with the Present Institutional Set up

As observed, there are multiple organizations that are involved in urban and rural planning for the City and Region. The municipal corporation’s role in urban transport is miniscule and so is their area of control. The PWD and NHAI are in charge of constructing roads and maintaining them; however, their functioning is independent of the urban/rural planning body of the state. Bus operations, land ownership issues, collection of parking fees and traffic violation fines, NMT planning, pedestrian safety, etc are several issues that are interconnected, but they fall under the ambit of completely disconnected organisations. Some of these issues are listed below:

 There is no clear segregation between the planning and implementing bodies.  There is lack of coordination amongst all the departments in the urban transport sector.  All departments related to urban transport do not function in coherence.  Road projects are implemented in isolation with other projects, which should otherwise be an integral part of road development like footpath, cycle tracks, pedestrian facilities, etc.  There is no control over mushrooming growth of IPT modes in the city, which lead to issues of road congestion and also competing environment with the buses for passengers.  Operation issues in public transport due to poor route and service planning.  There is no dedicated organisation that is in charge of long-term urban transport planning for the city.

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Thus, the need is felt for setting-up an umbrella level organisation for the overall planning and monitoring of the Urban Transport in the city.

8.3 Proposed Institutional Framework

8.3.1 Unified Metropolitan Transport Authority (UMTA)

In order to facilitate integration of transport services holistically and pragmatically, an “institution” needs to be created to coordinate the activities and functions of multiple organisations dealing with complex issues of urban transport. With the formation of a State-level UMTA, part of the problem would be sorted out. However, this would have a macroscopic view of resolving policy issues for all urban centers within the state. Still, there is a need to set-up a localised organisation that results in coordinated strategic level planning at the city level and deals with more day-to-day issues of urban transport.

8.3.2 City Level Unified Metropolitan Transport Authority

With a view to coordinate all urban transport activities in the city, it is recommended that a UMTA be set up at the city level also that acts as a planning and decision-making body for all matters related to urban transport in the city.

It is recommended that the city level UMTA be set up on an executive order for the ease of formation; however, it must be given a legal backing so that its functioning falls under an act and commands greater authority.

8.3.3 Broad Functions The following functions are proposed to fall under the purview of the city level UMTA:

 Undertake overall planning for public transport in the city, covering all modes - road, rail, water and air transport systems

 Allocate routes amongst different operators

 Procure public bus services for different routes through contracting, concessioning, etc.

 Ensure compliance of terms and conditions of license

 Recommend revocation of license for non-compliance of terms and conditions of the license

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 Carry out surveys and manage a database for scientific planning of public transport requirements

 Co-ordinate fare integration among different operators of public transport and determine the basis for sharing of revenues earned from common tickets or passes

 Operate a scheme of passes for the users of public transport and channelise subsidies to operators for any concessions that are offered in accordance with government policy

 Regulate the arrangement amongst operators for the sharing of their revenue derived from the use of passes

 Promote efficiency in public transport operation

 Protect the interest of the consumers

 Settle disputes between different operators and between operators and infrastructure providers

 Levy fees and other charges at such rates and in respect of such services as may be determined by regulations

8.3.4 Proposed Structure of UMTA The National Urban Transport Policy, 2006 and GoI recommends setting up of UMTA in all million-plus cities, the extract of which is re-produced herein below:

“The current structure of governance for the transport sector is not equipped to deal with the problems of urban transport. Those structures were put in place well before the problems of urban transport began to surface in India and hence do not provide for the right co-ordination mechanisms to deal with urban transport.

The Central Government will therefore recommend the setting up of Unified Metropolitan Transport Authorities (UMTAs) in all million-plus cities to facilitate more co-ordinated planning and implementation of urban transport programmes and projects and an integrated management of urban transport systems. Such Metropolitan Transport Authorities would need statutory backing in order to be meaningful.

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The Central Government would also encourage the setting up of professional bodies that have the capacity to make scientific assessment of the demand on various routes and contract services that can be properly monitored. Towards this end, it would encourage the setting up of umbrella bodies that regulate the overall performance of the Public Transport System and ensure that the city has a Comprehensive Public Transport System”.

The overall aim of the UMTA will be to promote public transport in the urban areas through formulation of policies, programmes, rules and regulations related to urban transit. Its function is to facilitate/ co-ordinate planning and implementation of urban transport programmes and projects in an integrated management framework. To be effective, such Urban Metropolitan Transport Authority would need statutory backing.

The National Urban Transport Policy clearly identifies land use and transport as two intricately linked elements of urban system that has bearing on each other. Hence, the distinctive role of UMTA regarding formation of progressive land use and transportation policy for metropolitan area becomes critical.

8.3.5 Composition of UMTA As per the National Urban Transport Policy (NUTP-2006), representation of agencies involved in the preparation of land use and transportation plan is required in UMTA. In the light of the above guidelines/recommendations, the following structure is proposed for UMTA. Refer Figure 8-2.

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Figure 8-2: Departments and Organisations involved in Urban Affairs and Urban Transport

Besides the above members, Government of UP could invite representatives from other government departments, Vice Chairman (VC) of the concerned city development authority, bus operation unions, auto rickshaw unions, etc. as considered necessary from time to time.

8.3.6 Legal backing of UMTA In order to give UMTA objectives, functions and operations a legal status, a draft Act has to be prepared by UMTA to be taken up for approval by the State Cabinet after finalisation. The draft Act shall cover the following:

1. Objectives and functions of UMTA

2. Operational area of UMTA

3. Powers and delegation of powers of UMTA

4. Authority to have power to acquire land by agreement

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5. Power of Government to transfer to the Authority lands belonging to it or to other ULBs, etc.

6. Power of Authority to borrow

7. Laying of annual estimate of income and expenditure

8. Authority to approve or amend such estimate

9. Estimates to be submitted to Government for sanction

10. Supplementary estimates may be prepared and submitted when necessary

11. Provisions regarding expenditure

12. Accounts and audit

13. Schedule of officers and employees to be submitted for sanction of Government

14. Appointments, etc., by whom to be made

15. Powers of entry

16. Directions by the Authority

17. Members and officers to be public servants

18. Power to make rules

19. Power to make regulations

8.3.7 Manpower Requirement and Staffing Plan UMTA shall have to avail the services of an expert team of traffic and transportation planners, engineers, urban planners and other technical advisers. In order to strengthen its human resource, UMTA shall have to form a schedule of officers and employees whom it shall deem it necessary and proper to maintain for the purposes of UMTA Act. In addition to this, various powers related to appointment, promotion, suspension, etc shall also have to be worked out as per the Government’s schedule.

8.3.8 Urban Transport Fund (UTF) As cities and towns are the generators of national wealth, there is a growing recognition that the resources needed for urban development be generated from within the urban economies by use of principles like "beneficiaries pay", "users pay" and "polluters pay". Provision of public transport/transit facilities act as ‘facilitators’ and go a long way in triggering the multiplier effect in the city economy. As per the guidelines of National

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Urban Transport Policy, an Urban Transport Fund is desired to be set up to sustain and expand the transit operations (city buses) and to develop the transit infrastructure (bus stands, terminals, inter-changes, depots, workshops, etc).

A reasonable quality of service has to be maintained in order to encourage residents to use public transport instead of private vehicles. From domestic and worldwide experience, we know that as the fares are regulated, city bus operations would be a loss-making proposition from operations’ point-of-view. There would be a viability gap and hence, non-operational revenues and state support would be required to bridge the gap.

Public transport sector in most cities have been running in losses leaving little or no scope for enhanced services to the users. On the physical infrastructure side, vehicle sales generate large revenues, through taxation. Most of the proceeds, however, are treated as general taxes and do not trickle down to the urban area level as a ready pool of resources for urban transport projects.

It is thus suggested that a separate collection of funds be generated locally so that the same may be spent locally on development and maintenance of urban transport infrastructure. This fund can be managed by a professional fund manager appointed by the city level Unified Metropolitan Transport Authority so that the balances in this fund can earn appropriate returns, in accordance with prevailing market potential.

Any local investment proposal that would require funding/part-funding from the Local Govt. /State Govt. could be posed to the UTF for financial support. Approval could be given by the UMTA, after due appraisal by the Local Administrator/Secretariat. An Urban Transport Fund at State and City level has to be created to support the Public Transport system. The State Government is actively considering the possible streams for this fund as:

 Cess/Tax/Additional Duty

1) Cess on fuel: A small cess of 50 paise per litre can be levied, with amendment to the Act.

2) Higher Registration Charges on private vehicles

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3) Rationalisation of MV taxes on Private Vehicles: By increasing taxes on cars, 2 wheelers etc. As the diesel cars contribute to the pollution load in greater degree, the MV tax on cars can be increased to a higher degree.

4) Luxury tax and professional taxes, as levied by Bangalore

5) Additional stamp duty (5%) on registration of property

 Advertisement Rights

Coupled with an appropriate advertisement policy, allowing the SPV (company/ULB/STU responsible for bus operation) rights on the Bus Stops/Terminals and on other infrastructure created especially for bus priority measures would also yield advertisement income to flow into the Urban Transport Fund.

8.4 Eligibility Criteria and Approval Mechanism from the Fund

The Fund, in due course of time, due to its intrinsic purpose of set-up, shall be approached for funding by various urban transport projects besides the SPV for the bus operations. A suitable mechanism shall have to be evolved for the concerned secretariat to judge/appraise the claim, put it up for approval from UMTA, and disbursement of the same to the concerned agency for implementation. The detailed guidelines on the type of claims and the appraisal criteria shall be evolved on the lines of the existing MoUD guidelines and procedures.

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9 Environmental and Social Impact Assessment

9.1 National Level Policy and Legal Framework

As per Section 3 of EIA Notification S.O. 1533 dated 14th September 2006, the Central government formed a State-level Environment Impact Assessment Authority. All projects and activities are broadly categorised into two categories as Category A and B. The projects which have been classified as Category A projects are those having potential impacts on human health and natural and man-made resources. Those projects require prior environmental clearance from the Central government in the Ministry of Environment and Forests (MoEF). The projects categorised as Category B projects require prior environmental clearance from the State/Union Territory Environment Impact Assessment Authority (SEIAA). The SEIAA’s decisions are based on the recommendations of a State or Union Territory-level Expert Appraisal Committee (SEAC) as to be constituted for in this notification.

9.2 Screening and Identification of Impacts

Environmental and social screening is intended to provide inputs into identification of potential impacts with the implementation of the CMP. Screening is conducted by identifying the interaction of environmental components on the project activities for various projects. Screening conducted for the identified projects and respective impacts identified are presented in the Table 9-1 given below.

Table 9-1: Environmental Impacts of Important Projects

Broad Project Activities / Sub Components Impacts Category Induced  Development of serviced land  Land acquisition from farmers Growth for high density development  Construction activity around the bypass Centres  Public transport hubs

Pedestrian /  Road widening and creation of  Relocation of existing vending activity NMT service lane wherever necessary  Removal of squatters and encroachers Infrastructure  Land acquisition wherever from the footpaths Improvement necessary  Causing livelihood losses even though

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Broad Project Activities / Sub Components Impacts Category they are illegal  Loss of shelter for temporary shops / residences for squatters and encroachers

 Construction of new footpaths  Improvement in safety of pedestrians due to measuresproposed  Pedestrian Infrastructure  Improvement in pedestrian safety development like subways/foot  Slowing of traffic at the time of over bridges/ signals etc constructing and erecting structures across major intersections Public  Dedicated public transport  Use of existing pavement width for Transport network dedicated bus lanes will cause removal Planning of squatters and encroachments from road sides causing loss of livelihood and loss of shelter  Construction / reconstruction / improvement of bus lanes will be causing construction issues such as: . Generation of noxious gases during construction, increasing air pollution . Temporary increase in noise pollution during construction . Contamination of road runoff with construction material stacked on road side . Traffic safety during construction . Traffic diversions causing lengthening of routes increasing air emissions and exposing previously unexposed neighbourhoods to noise  Reduction of additional lane width for other traffic components if existing road width is used for demarcating the dedicated bus lanes  Reduction in private vehicles causing reduction in air/noise pollution

 Terminals/Depots/Commuter  Acquisition of land for the facilities Amenity Centers causes R&R issues as loss of livelihood, loss of shelter, severance of community & social ties  Increase of noise and air pollution in the

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Broad Project Activities / Sub Components Impacts Category areas of terminals and depots  Improvement in approaches to the terminals and depots causing impacts on adjacent landuses and land acquisition  Additional land acquisition, if any, for the approach road improvement will lead to R&R issues along the roads and cause impacts on livelihood and shelter  Construction of stage impacts include the increase in air and noise pollution  Contamination of road runoff with stacked construction materials  Improvement of traffic conditions during operation stage causing reduction in air and noise pollution

 Bus-Stops and FOBs/Sub-ways  Temporary interruption to traffic and increase of emissions from vehicles due to higher idling times  Temporary increase of noise levels due to idling and traffic snarls  Alternate traffic diversion routes increasing route length and consequently emissions  Alternate traffic diversion routes exposing previously low traffic routes to higher urban traffic and increasing air/noise pollution  Removal of squatters and encroachers from the footpaths causing livelihood losses at approaches to the sub-ways / FOBs  Loss of shelter for temporary shops / residences for squatters and encroachers at approaches to the sub- ways / FOBs  Contamination of runoff from road with construction material as sand / cement / silt from stacked excavated earth

Others-Road  Junction/Rotary Improvements  Additional land requirement for junction Infrastructure improvements will cause R&R impacts as loss of livelihood and loss of shelter  May cause removal / displacement of

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Broad Project Activities / Sub Components Impacts Category squatters & Encroachers  Air and noise pollution from construction impacts  Contamination of runoff from road with construction material as sand / cement / silt from stacked excavated earth Freight  Banning and restrictions  Reduction in urban congestion due to Management banned movement of freight in the day hours  Banning of use of animals for movement of goods in the city may result in . Animal welfare and safety . Improved speeds in CBD area due to reduction in congestion  Relocation of Activity inside  Resistance by operators for relocation existing freight terminal  Improved air quality in the surrounding residential areas due to shifting of transport nagar  Creation of new freight terminal  Acquisition of land in the peripheries  Contamination of runoff from road with construction material as sand / cement / silt from stacked excavated earth 9.3 Location Impacts

The location impacts being analysed are associated with site selection and project location on environment and resettlement or livelihood related impacts on communities. Some of the generic impacts associated with location of project facilities that involves construction activities either by acquiring additional land and / or public land encroached by residents are as below:

 Major environmental features as lake fronts, parks etc., in the urban areas would generally be avoided and hence environmental impacts on these areas would be minimal to absent  Projects do not have any major environmental features that are sensitive to acquisition of land as it is nominal in case of the conceived projects  Removal of encroachments and squatters leading to loss of livelihood and / or shelter  Vulnerable PAP within the encroachers would be further impacted by the pressure of relocation as well as loss of income and their removal

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 Break-up of established social fabric that can cause severance of established relationships amongst the community  Temporary loss of services provided by the encroaching PAPs due to their removal

Some of the specific impacts associated with construction of bridges and flyovers involves disruption to existing traffic flow, especially, if located in the congested urban stretches. These would also involve land acquisition (either temporary or permanent) and would also impact the squatters and encroachers affecting residences and / or livelihood.

They would cause traffic congestion and delays and may also involve changes in the project design and alternatives. Project interventions as ITS application and improvement in public transport infrastructure would only improve the environment rather than causing pollution though resettlement impacts would be present to a limited extent.

9.4 Construction Impacts

Impacts resulting from pre-construction and construction activities including site clearance, earthworks, civil works, etc are identified in this section. Pre-construction and construction impacts arise due to dismantling of existing facilities, use of heavy construction machinery, spillage/disposal of construction debris, runoff from construction site, inadequate or inappropriate drainage of the construction site, inadequate safety measures, etc. These are some of the direct impacts of construction in the project area.

In addition to the above, there are few indirect impacts or impacts that result from construction activities though not causing the impacts, support to cause the impacts. Some of these impacts include generation of vectors and vector borne diseases, spread of STD / HIV amongst the construction workers and within the community in the vicinity of construction activities, etc. The above environmental impacts are generic in nature occurring along all the project activities where civil works are involved. Impacts that are specific to the construction activities in a project intervention are presented below:

 Construction activities in case of reconstruction of footpaths or construction of new foot paths would cause temporary interruption to traffic and increase of emissions from vehicles due to higher idling times apart from temporary increase of noise levels due to idling and traffic snarls.

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 Loss of adequate frontage in few cases of foot path construction or provision of additional cycle lanes and bus lanes  Relocation of utilities in the pre-construction stage causing temporary disruption to services. These impacts would be more severe in case of construction of exclusive bus lanes and foot paths.  Safety of pedestrians and traffic in the area is likely to be affected due to the progress of construction activities.  Contamination of runoff from road with construction material as sand / cement / silt from stacked excavated earth.  Construction activities elevate the air pollution and noise pollution in the project area temporarily. Air pollution is due to generation of noxious gases emanating from asphalt plants, construction equipment, crushers, etc., while noise pollution is due to operation of various types of construction equipments.  Stacking of construction waste causing interruption to traffic and pedestrian movements.  Runoff from stacked construction waste entering the water bodies and existing drainage systems causing clogging of drain outlets as well as the drains themselves.

Project interventions as procurement of low emission vehicle fleets, traffic signal prioritisation, ITS, provision of signages, etc., involve minimal construction activities and hence, environmental and social benefits from these activities will outweigh any minimal impacts that may occur.

9.5 Operation Impacts

These are the Impacts associated with the operation and maintenance of the infrastructure built in the project. The project interventions are conceived to provide maximum benefits to the community with the implementation of the project. The project interventions, as could be judged from the discussion so far, involve environmental and resettlement impacts during pre-construction and construction stages of the project and appropriate mitigation and management measures would be undertaken to avoid the same.

Negative environmental / social impacts in the operation stage would mostly be limited to air and noise pollution along the improved road infrastructure as well as the parking areas. While

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there would be loss of usual transport routes for provision of pedestrian routes or NMT, overall improvement in environmental quality is anticipated in the operation stage.

While in previously polluted and congested core city areas / heritage areas would be experiencing better environmental quality than before the project implementation, due to pedestrianisation and encouraging NMT, pedestrian safety would also be improved with the implementation of the project.

Implementation of ITS and traffic signal prioritisation interventions would also aid in better management of traffic leading to improvements in air and noise quality.

9.6 Social Impact

The impact of the proposed projects from the social angle is analysed 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. The proposed projects significantly improve mobility with reduced travel time. The broad impacts have been compiled in the Table 9-2.

Table 9-2: Project Impacts

Right of Way Requirement of Improve Reduction in Project / Land Rehabilitation & Mobility Travel Time Acquisition Resettlement Bus Fleet No No Yes Yes Augmentation Lite Bus Public No No Yes Yes Transit System Bus Terminals Yes Yes Yes Yes Bus Shelters & Yes Yes Yes Yes Bus Bays Grade Separators Yes Yes Yes Yes & ROBs Road Widening Yes Yes Yes Yes New Roads Yes Yes Yes Yes Bypass Road Yes No Yes Yes Footpath cum No No Yes NA drains Pedestrian FoB No No Yes NA /Subway Major Junction No No Yes Yes Improvements

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Right of Way Requirement of Improve Reduction in Project / Land Rehabilitation & Mobility Travel Time Acquisition Resettlement Area Traffic No No Yes Yes Control Signages and No No Yes Yes Road Markings Core Area Plans No No Yes Yes Off-Street Parking Yes Yes Yes NA Freight Terminals Yes Yes Yes NA

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10 Outcomes

10.1 Level of Service The CMP for Allahabad has proposed various phase-wise mobility improvement meaures in terms of projects and policy interventions in consistence with the goals and objectives set for Allahabad. The CMP for Allahabad estimated the outcomes in terms of certain mobility improvement indicating parameters of each scenario as described in detail in Chapter 5 Travel Demand Assessment. Refering to Table 10-1, the outcomes of scenario 4, with all the improvement measures for achiveing the target of 30% share of trips in favor of public transport shows the overall improvement in mobility scenario in the study area.

Table 10-1: Scenario wise outcomes

Private vehicle PT + IPT Scenario V/C ratio Speeds share (%) Share (%)

86% 1.21 14% 25kmph Base Year (2011) 1.92 (max Do Nothing –(2031) 71% 29% 14kmph 2.63) Road Network Improvement 82.9% 1.72 17.1% 20kmph (2031)

Bus Service 65.2% 1.20 34.8%* 18kmph augmentation/PT -(2031)

With Proposed Improvement Measures – (2031) • Road Network 0.60 (max. Improvement 59% 40.1%* 34kmph 0.8) • With new Bus Routes • City Bus Service Augmentation • Lite Bus Based System

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The outcomes of the projects proposed could be assessed in terms of improvements in the Level of Service (LOS) for the 10 Benchmarks defined by the Ministry of Urban Development, Government of India.

10.2 Improved Level of Service The overall LOS achieved for all the Benchmarks are given in Table 10-2. A significant improvement can be observed from the existing LOS. These could be attributed to various factors as given below:

Table 10-2: Overall LOS Overall Level of Service (LOS)

S.No. Indicators LOS - Existing LOS - Improved

1 Overall Public Transport facilities City wide 3 1 2 Overall Pedestrian Infrastructure Facilities 4 1 3 Overall NMT Facilities 4 1 4 Level of usage of ITS facilities 4 2 5 Travel Speed along major corridors 3 2 6 Availability of Parking Spaces 4 2 7 Road Safety 4 2 8 Pollution Levels 2 1 9 Integrated Land-use Transport Integration 2 1 10 Financial Sustainability of Public transport 3 1 10.3 Conclusion During the last decade, the urban sprawl in Indian cities has extended far beyond the existing territorial jurisdiction of the city administration resulting in high usage of private modes. Despite substantial efforts, cities are facing difficulty in coping with increase of private vehicles along with improving personal mobility and goods distribution. Allahabad city has been experiencing high growth of population over the years, which can be attributed to high natural growth and migration from the adjacent rural areas and towns with expectation of better employment and livelihood opportunity.

With rapid pace of urbanisation together with increase in population and private vehicles in Allahabad city will pose an unimaginable load on city’s already struggling transport infrastructure. On the other hand the extremely low share of public transport is leading to

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more usage of private vehicles for mobility needs and inreased demand for parking of private vehicles.

The National Urban Transport Policy (NUTP), 2006, therefore emphasises on personal mobility to achieve cost-effective and equitable urban transport measures within an appropriate and consistent methodology. Accordingly, the Comprehensive Mobility Plan (CMP) for Allahabad city lays out a set of measured steps that are designed to improve transportation in the city in a sustainable manner to meet the needs of a growing population.

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