Comprehensive Mobility Plan for Dehradun

Home , Chakrata, Clement Town, Dehradun, Dehradun Cantonment, Dehradun district, Dehradun railway station

COMPREHENSIVE MOBILITY PLAN

FOR

DEHRADUN - RISHIKESH – HARIDWAR

METROPOLITAN AREA

May 2019

Comprehensive Mobility Plan

For

Dehradun - Rishikesh – Haridwar

Metropolitan Area

Quality Management

Report Prepared Report Report Revision Date Remarks By Reviewed By Approved By 2018 1 Ankush Malhotra Yashi Tandon Mahesh Chenna S.Ramakrishna N.Sheshadri 10/09/2018 Neetu Joseph (Project Head) (Reviewer) Nishant Gaikwad Midhun Sankar

Mahesh Chenna Neetu Joseph Nishant Gaikwad S.Ramakrishna N.Sheshadri 2 28/05/2019 Hemanga Ranjan (Project Head) (Reviewer) Goswami Angel Joseph

TABLE OF CONTENTS Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh

TABLE OF CONTENTS EXECUTIVE SUMARY...... i

1 1 INTRODUCTION ...... 14 1.1 Study Background ...... 14 1.2 Need for Comprehensive Mobility Plan ...... 15 1.3 Objectives and Scope of the Study ...... 16 1.4 Study Area Definition ...... 19 1.5 Structure of the Report ...... 21

2 UTTARAKHAND METROPOLITAN AREA PROFILE ...... 23 2.1 Introduction – Regional Setting ...... 23 2.2 Study Area ...... 24 2.3 Location and Linkages ...... 29 2.4 Demographics ...... 35 2.5 Economy ...... 39 2.6 Tourism...... 41 2.7 Transportation Systems ...... 43 2.8 Existing Transport and Traffic Characteristics ...... 51 2.9 Service Level Benchmarking ...... 67

3 TRAVEL DEMAND MODELLING AND FORECAST ...... 76 3.1 Population Projection for Uttarakhand Metropolitan Area ...... 76 3.2 Workers Population Projection for Metropolitan Area ...... 77 3.3 Proposed Land Use Pattern and growth of cities ...... 78 3.4 Travel Demand Modelling and Forecasting ...... 83

4 MOBILITY VISION AND GOALS ...... 97 4.1 Introduction ...... 97 4.2 Vision ...... 97 4.3 Goals ...... 98 4.4 Targets ...... 103

5 SUSTAINABLE TRANSPORT STRATEGIES ...... 105 5.1 Land use and Transport Strategy ...... 105 5.2 Road Network Development Strategy ...... 107 5.3 Public Transport Strategy ...... 107

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh

5.4 Non-Motorized Transport Strategy ...... 108 5.5 Freight Management Strategy ...... 111 5.6 Traffic Engineering and Management Strategy ...... 112 5.7 Demand Management Strategy ...... 115 5.8 Technological Strategy ...... 117

6 URBAN MOBILITY PLAN ...... 118 6.1 Land Use Transport Plan ...... 118 6.2 Road Network Development ...... 128 6.3 Public Transport Improvement Plan ...... 142 6.4 Non-Motorized Transport Plan ...... 164 6.5 Freight Management Plan ...... 173 6.6 Traffic Engineering and Management Measures ...... 176 6.7 Technological Improvement Plan...... 217 6.8 Demand Management Plan ...... 222 6.9 Regulatory Measures ...... 228 6.10 Development of Fiscal Measures: ...... 231 6.11 Impact Assessment ...... 236

7 IMPLEMENTATION PLAN ...... 241 7.1 Prioritization of Projects ...... 241 7.2 Phasing Plan ...... 243 7.3 Financing Options ...... 249 7.4 Institutional Framework ...... 256

8 OUTCOMES ...... 265 8.1 Improvements in the mobility characteristics of the city ...... 265 8.2 Conclusions ...... 266

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh

LIST OF FIGURES Figure 1-1: Methodology adopted for CMP study ...... 18

Figure 1-2: Study Area - Uttarakhand Metropolitan Area ...... 20

Figure 2-1: State of Uttarakhand ...... 23

Figure 2-2: Uttarakhand State ...... 23

Figure 2-3: Parts of Study Area in Haridwar District ...... 24

Figure 2-4: Parts of Study Area in Dehradun District ...... 25

Figure 2-5: Parts of Study area in Tehri Garhwal District ...... 26

Figure 2-6: Uttarakhand Metropolitan Study Area ...... 27

Figure 2-7: Traffic Analysis Zones ...... 28

Figure 2-8: Uttarakhand State Regional Setting ...... 29

Figure 2-9: Northern Railway Connectivity ...... 31

Figure 2-10: Road Connectivity of the Region ...... 32

Figure 2-11: Air Connectivity of the Study Area ...... 33

Figure 2-12: Jolly Grant Airport at Dehradun ...... 33

Figure 2-13: Growth of Dehradun ...... 35

Figure 2-14: Growth of Rishikesh ...... 36

Figure 2-15: Growth of Haridwar and Roorkee ...... 37

Figure 2-16: Population Density Distribution in the Study Area ...... 38

Figure 2-17: Major Economic centers in Metropolitan Study Area ...... 41

Figure 2-18: Tourist Flow to the cities in Metropolitan area compared to rest of the state ...... 42

Figure 2-19: City Bus Routes operational in Dehradun ...... 45

Figure 2-20: IPT Routes operational in Roorkee ...... 48

Figure 2-21: Vehicle growth over years and vehicle composition – Dehradun ...... 49

Figure 2-22: Vehicle growth over years and vehicle composition - Rishikesh ...... 49

Figure 2-23: Vehicle growth over years and vehicle composition - Haridwar ...... 50

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh

Figure 2-24: Vehicle growth over years and vehicle composition – Roorkee...... 50

Figure 2-25: Road Network Characteristics - Dehradun ...... 52

Figure 2-26: Road Network Characteristics - Rishikesh ...... 53

Figure 2-27: Road Network Characteristics - Haridwar ...... 53

Figure 2-28: Road Network Characteristics - Roorkee ...... 54

Figure 2-29:NMT infrastructure in Dehradun ...... 54

Figure 2-30: NMT infrastructure in Rishikesh ...... 55

Figure 2-31: NMT infrastructure in Haridwar ...... 55

Figure 2-32: NMT infrastructure in Roorkee ...... 55

Figure 2-33: On Street Parking in Dehradun and Haridwar ...... 56

Figure 2-34: On Street Parking in Rishikesh and Roorkee ...... 57

Figure 2-35: Trip Purpose (HH Survey) ...... 58

Figure 2-36: Black spots in Dehradun city ...... 59

Figure 2-37: Black Spots in Rishikesh ...... 60

Figure 2-38: Black Spots in Haridwar ...... 61

Figure 2-39: Black Spots in Roorkee ...... 62

Figure 2-40: Pollution Levels in Dehradun, Rishikesh and Haridwar ...... 63

Figure 2-41: Inadequate PT service ...... 64

Figure 2-42: Poor Road condition ...... 64

Figure 2-43 Clogging Streets and Poor Junction design ...... 65

Figure 2-44 Poor Traffic Management and Enforcement ...... 65

Figure 3-1: Spatial Growth of Dehradun in last 3 decades ...... 78

Figure 3-2: Growth directions of Dehradun city ...... 79

Figure 3-3: Proposed Land use in Dehradun 2025 ...... 79

Figure 3-4: Spatial growth of Haridwar in last 3 decades ...... 80

Figure 3-5: Growth directions of Haridwar ...... 80

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh

Figure 3-6: Proposed Land of Haridwar in 2025 ...... 81

Figure 3-7: Spatial Growth of Rishikesh over last 3 decades ...... 81

Figure 3-8: Proposed land use Rishikesh 2011 ...... 82

Figure 3-9: Study Area and Transport Network ...... 85

Figure 4-1: Walk able Streets ...... 100

Figure 4-2: Bicycle Friendly streets ...... 100

Figure 4-3: Mixed Use Development ...... 101

Figure 4-4: Transit Oriented Development ...... 102

Figure 4-5: Tools to Promote Public Transport ...... 103

Figure 5-1: Land use Transport concept ...... 106

Figure 5-2: Public Transport Improvement concept ...... 108

Figure 5-3: NMT infrastructure improvement Concept ...... 109

Figure 5-4: Concept of Bike sharing ...... 110

Figure 5-5: Docking stations ...... 111

Figure 5-6: Freight Management Strategy - Freight corridor - Concept ...... 112

Figure 5-7: Typical junction improvement measures ...... 113

Figure 5-8: Traffic Engineering Measure - Channelizing Traffic ...... 114

Figure 5-9: Mandatory Signs ...... 115

Figure 5-10:Cautionary or Warning Sign ...... 115

Figure 5-11: Informatory Signs ...... 115

Figure 6-1: Compact City Concept ...... 118

Figure 6-2: Mobility Corridor Concepts ...... 118

Figure 6-3: Concept for Transit Oriented Development ...... 119

Figure 6-4: Key Activity Area around the CBD Zone ...... 120

Figure 6-5: Areas to be developed under mixed use development ...... 121

Figure 6-6: Transit Oriented Development along Major Corridors ...... 122

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh

Figure 6-7: Activity centers near the City core in Haridwar ...... 123

Figure 6-8: Proposed location for Tourist center ...... 124

Figure 6-9: Mobility Corridor Concepts ...... 124

Figure 6-10: Activity centers around the Rishikesh City Core ...... 125

Figure 6-11: Proposed Areas for Mixed Use Development ...... 126

Figure 6-12: Proposed Tourism center in Rishikesh ...... 126

Figure 6-13: Existing direction of Development in Roorkee ...... 127

Figure 6-14: Roads proposed to be widened – Dehradun ...... 132

Figure 6-15: Proposed Roads to be Widened - Haridwar ...... 133

Figure 6-16: Roads proposed to be widened - Rishikesh ...... 135

Figure 6-17: Road Cross Sections for different ROW ...... 138

Figure 6-18: New roads proposed in Dehradun ...... 139

Figure 6-19: New Roads proposed in Haridwar ...... 140

Figure 6-20: Mobility corridors proposed in Roorkee...... 140

Figure 6-21: Integrated Public Transport – Concept ...... 143

Figure 6-22 PRT Technology ...... 147

Figure 6-23: Various Cable Car Transit Technologies...... 148

Figure 6-24: Aggregator IPT ...... 149

Figure 6-25: Integrated systems ...... 150

Figure 6-26: First order transit corridor in Dehradun ...... 151

Figure 6-27: Corridor connecting Dehradun-Rishikesh-Haridwar ...... 153

Figure 6-28 Second Order Mass Transit Corridor in Dehradun ...... 156

Figure 6-29: Bus route proposal by Dehradun smart city ltd ...... 158

Figure 6-30: PT corridor proposed in Haridwar ...... 159

Figure 6-31: MRTS Corridor Proposal – Rishikesh...... 161

Figure 6-32: MRTS Corridor Proposal – Roorkee ...... 163

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh

Figure 6-33: Typical Section – Footpath ...... 165

Figure 6-34: Proposed Pedestrian Footpath ...... 166

Figure 6-35 Detailed proposed pedestrian footpath ...... 166

Figure 6-36 Detailed proposed pedestrian footpath-Haridwar ...... 167

Figure 6-37 Detailed proposed pedestrian footpath-Rishikesh ...... 168

Figure 6-38: Detailed proposed pedestrian footpath-Roorkee ...... 169

Figure 6-39: Accessibility to Transit stations...... 170

Figure 6-40: Bicycle friendly streets ...... 171

Figure 6-41: Location for Cycle Corridor ...... 172

Figure 6-42: Common Features of Successful Bike sharing system ...... 173

Figure 6-43 Freight terminals and corridors existing and proposed in Dehradun and Haridwar ...... 175

Figure 6-44: Freight terminals and corridors proposed in Rishikesh and Roorkee ...... 176

Figure 6-45: Smart road proposal by dehradun smart city ltd...... 177

Figure 6-46 Road Lane Markings ...... 185

Figure 6-47: Mandatory Signs ...... 187

Figure 6-48: Cautionary or Warning Signs ...... 187

Figure 6-49: Informatory Signs ...... 188

Figure 6-50 Typical Junction Improvement Measures ...... 189

Figure 6-51: Junctions Proposed for Improvement - Dehradun ...... 191

Figure 6-52: Proposed Junction improvement locations in Haridwar ...... 192

Figure 6-53: Proposed junction improvement locations in Rishikesh ...... 192

Figure 6-54: Proposed junction improvement locations in Roorkee ...... 193

Figure 6-55: Typical Junction Improvement Measures – Dilaram Chowk – Dehradun ...... 194

Figure 6-56: Typical Junction Improvement Measures – Darshanlal Chowk – Dehradun ...... 195

Figure 6-57: Typical Junction Improvement Measures – Prince Chowk – Dehradun ...... 196

Figure 6-58: Typical Junction Improvement Measures – Tehsil Chowk – Dehradun ...... 197

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh

Figure 6-59: Typical Junction Improvement Measures – BHEL Chowk – Dehradun ...... 198

Figure 6-60: Typical Junction Improvement Measures – Survey Chowk – Dehradun ...... 199

Figure 6-61: Typical Junction Improvement Measures – Ballupur Chowk – Dehradun ...... 200

Figure 6-62: Typical Junction Improvement Measures – Lalpul Chowk – Dehradun ...... 201

Figure 6-63: Typical Junction Improvement Measures – Dharampur Chowk – Dehradun...... 202

Figure 6-64: Typical Junction Improvement Measures – Clock Tower – Dehradun ...... 203

Figure 6-65: Typical Junction Improvement Measures – Balliwala – Dehradun...... 204

Figure 6-66: Typical Junction Improvement Measures – Araghar Chowk– Dehradun ...... 205

Figure 6-67: Typical Junction Improvement Measures – Chandracharya Chowk – Haridwar ...... 206

Figure 6-68: Typical Junction Improvement Measures – Samrat Prithviraj Chowk – Haridwar ...... 207

Figure 6-69: Typical Junction Improvement Measures – Natraj Chowk - Rishikesh ...... 208

Figure 6-70: Typical Junction Improvement Measures – Azad Nagar Chowk – Roorkee ...... 209

Figure 6-71: Smart Traffic Signals ...... 211

Figure 6-72: Type of junction based on traffic flows (IHT 1997)...... 212

Figure 6-73 : Broad Overview of ITS ...... 218

Figure 6-74 Schematic Drawing of TMC ...... 221

Figure 8-1: Glimpses from Stakeholder Consultation Meeting conducted by UkMRC on 28.09.2018 ...... 270

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh

LIST OF TABLES

Table 2-1: Area covered under Metropolitan Area ...... 24

Table 2-2: Regional Setting ...... 29

Table 2-3: Frequency of trains to major cities ...... 30

Table 2-4: National Highway passing through the Metropolitan Study Area ...... 32

Table 2-5: Demography at a glance ...... 37

Table 2-6 Economy of Cities at a glance ...... 40

Table 2-7: Yearly tourist flow to the cities in study area (in lakhs) ...... 42

Table 2-8: Domestic and International Tourist to the 4 tourist’s cities in Study Area (in lakhs) ...... 43

Table 2-9: Intra City Bus Service in Dehradun...... 44

Table 2-10: Permits to Vikram area wise...... 46

Table 2-11 : Permits of Auto Rickshaws area wise ...... 46

Table 2-12: IPT Routes operated in Dehradun ...... 46

Table 2-13: IPT Routes operated in Rishikesh, Haridwar ...... 47

Table 2-14 Speed and Delay Characteristics ...... 57

Table 2-15: Per Capita Trip Rate of the study area ...... 58

Table 2-16: Mode Share within Metropolitan Area( at Regional Level) ...... 58

Table 2-17: Accidents in Dehradun ...... 59

Table 2-18: Accidents in Rishikesh ...... 60

Table 2-19: Accidents in – Haridwar ...... 60

Table 2-20: Service Level Benchamark Summary for Dehradun ...... 68

Table 2-21: Service Level Benchmarks Summary for Haridwar ...... 70

Table 2-22: Service Level Benchmarks Summary for Rishikesh ...... 72

Table 2-23: Service Level Benchmarks Summary for Roorkee ...... 74

Table 3-1: Population Projection for the Metropolitan study Area ...... 77

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh

Table 3-2: Working Population Projection for Metropolitan study Area ...... 77

Table 3-3 Area covered under Metropolitan Area ...... 83

Table 3-4: Base Year (2018) Planning Variable ...... 86

Table 3-5: Average Trip Length (Estimated and plotted) ...... 87

Table 3-6: Modal split for Base year (at Regional Level)...... 88

Table 3-7: Observed and Modelled peak hour Traffic Volume at some locations ...... 88

Table 3-8 Number of trips purpose wise – intra city trips ...... 89

Table 3-9 Intra city Trips - Purpose, mode Matrix ...... 89

Table 3-10 V/C on major roads in the cities in base year ...... 90

Table 3-11 Forecast population for the base year and future year scenario ...... 92

Table 3-12 Trips forecasted - Purpose wise ...... 92

Table 3-13: Mode Split BAU Scenario (at Uttarakhand Metropolitan Region Level) ...... 92

Table 3-14: V/C on major roads in the cities in 2038/2048 - BAU Scenario ...... 92

Table 3-15: Trips forecasted - horizon years ...... 94

Table 3-16: Mode Split - SUT Scenario (at Uttarakhand Metropolitan Regional Level) ...... 94

Table 3-17: Trips Forecasted ...... 94

Table 3-18: Trips for Horizon years - SUT Scenario ...... 95

Table 3-19: V/C on major roads in the cities in 2038/2048 - SUT Scenario ...... 95

Table 4-1: Target Goals for Sustainable Solutions ...... 104

Table 6-1: Improvements works in Dehradun ...... 129

Table 6-2: Carriageway Width - Existing and Proposed ...... 130

Table 6-3: Roads proposed to be widened - Haridwar ...... 133

Table 6-4: Roads proposed to be widened - Rishikesh ...... 134

Table 6-5: Roads proposed to be widened - Roorkee ...... 136

Table 6-6: New Roads proposed ...... 136

Table 6-7: New ROB/Flyovers proposed ...... 141

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh

Table 6-8: Comparison of Transit Systems ...... 144

Table 6-9: Ridership on corridors in Dehradun ...... 151

Table 6-10: Ridership on intercity corridor ...... 152

Table 6-11: Peak Hour Traffic Flow (PCU’s) ...... 178

Table 6-12: Turning Movement Counts (Vehicles & Pedestrians) at the Surveyed Locations ...... 179

Table 6-13: Pedestrian Volume Assessment ...... 181

Table 6-14: Junctions proposed for Improvement ...... 190

Table 6-15: Proposed Intervention for Pedestrians at various junctions ...... 212

Table 6-16: On-Street Parking (Parallel Parking) - Location-wise Recommendations ...... 214

Table 6-17: Parking Policy Objectives and the Strategies ...... 227

Table 6-18: Fare structure of UTC services ...... 231

Table 6-19: Accident surcharge and passenger amenities surcharge in fare ...... 231

Table 6-20: Fare structure for city bus services in Dehradun ...... 231

Table 6-21:Rates of one time tax on the vehicles under sub section (1) of Section 4 of Uttarakhand Vehicles taxation reforms Act, 2003 ...... 233

Table 6-22:Rates of tax on two wheelers, three wheelers and good vehicles under sub section (1-A) of Secgion 4 of Uttarakhand Vehicles taxation reforms Act, 2003 ...... 233

Table 6-23: Rates of tax on public service vehicles under sub section (2A) of section 4 ...... 234

Table 6-24 Social Impacts ...... 236

Table 6-25: Environmental Impact parameters ...... 240

Table 7-1: Implementation Measures ...... 241

Table 7-2: Implementing agencies for projects in Dehradun ...... 257

Table 7-3: Implementing agencies for projects in Haridwar ...... 259

Table 7-4: Implementing agencies for projects in Rishikesh ...... 260

Table 7-5: Implementing agencies for projects in Roorkee ...... 262

Table 7-6: Sources of funding for various projects ...... 263

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh

ABBREVIATIONS

CMP Comprehensive Mobility Plan

DPR Detailed Project Report

UKMRC Uttarakhand Metro Rail Corporation

GoI Government of India

IL&FS Infrastructure Leasing and Financial Services

IPT Intermediate Para Transit/Intermediate Public Transit

ITES Information Technology Enabled Services

MOHUA Ministry of Housing & Urban Development

MoUD Ministry of Urban Development

MDDA Mussoorie- Dehradun Development Authority

NH National Highways

NMV Non- Motorized Vehicles

NUTP National Urban Transport Policy

P.A. per annum

PPH Persons per hectare

PWD Public Works Department

RTO/RTA Road Transport Organization/Authority

SH State Highways

SWTD State Water Transport Department

ULBs Urban Local Bodies

UMTC Urban Mass Transit Company

HRDA Haridwar Roorkee Development Authority

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh

Disclaimer

This document has been prepared for the Comprehensive Mobility Plan, Dehradun-Haridwar Metropolitan Region and should not be relied upon or used for any other project without an independent check being carried out as to its suitability and prior written authority of UMTC being obtained. UMTC accepts no responsibility or liability for the consequence of this document being used for a purpose other than the purposes for which it was commissioned. Any person using or relying on the document for such other purpose agrees, and will by such use or reliance be taken to confirm his agreement to indemnify UMTC for all loss or damage resulting there from. UMTC accepts no responsibility or liability for this document to any party other than the person by whom it was commissioned.

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EXECUTIVE SUMMARY Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh Executive Summary

Executive Summary

1 BACKGROUND

During the last decade, the urban sprawl in a number of Indian cities has extended far beyond the existing territorial jurisdiction of the city administration resulting in an increase in share of usage of private modes. Despite substantial efforts, cities are facing difficulty in coping with an increase of private vehicles along with improving personal mobility and freight movement.

Due to limited road width and scope of road widening, together with increase in number of private vehicles, traffic congestion and delays have become a 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 proper pedestrian facilities available in the cities. Thus, in order to sustain its old glory and to promote it as one of the most vibrant heritage rich region of the country, cities requires a comprehensive approach to be followed, wherein a vision document needs to be prepared focusing on improving urban mobility. In similar lines while preparing this vision document, efforts are made to identify the transport infrastructure needs and requirements of Metropolitan Area as notified by the government of Uttarakhand, notification No: 395/IV (3)/2017-04/2016, dated 27 April 2017:

Table: Area covered under Metropolitan Area

S.No Metropolitan Area

1 Area covering District Haridwar including areas covering Municipal Corporation of Shivalik Nagar, Haridwar Municipal Corporation, Roorkee Municipal Corporation 2 Entire Area covering District of Dehradun including Municipal corporation of Dehradun, Doiwala, Rishikesh and rest of the area falling under District of Dehradun 3 Area under District Tehri Garhwal covering Narendra Nagar covering Muni-Ki-Reti, Dalwala area

In order to prepare this visionary document, and to promote sustainable transport development in the recently identified metropolitan region, Uttarakhand Metro Rail Urban Infrastructure & Building Construction Corporation, has awarded the mandate to Urban Mass Transit Company (UMTC) for preparation of CMP study covering the major cities/urban centers falling under the Metropolitan Study Area.

While planning for improvements in the Urban Mobility sector, efforts were made to project the base year and future traffic scenario of the cities covering Dehradun-Haridwar Rishikesh and Roorkee city. Following which, a Comprehensive Mobility Plan (CMP) is needed to address the mobility needs of the people focusing on non-motorized and public transport, rather than catering to the needs of private

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh Executive Summary automobiles. A CMP optimizes the “mobility pattern of people and goods” and act as an effective platform for integrating land use and transport planning

1.1 Objective of Study The objective of carrying out the study is to develop a Comprehensive Mobility Plan for Metropolitan Area focusing on the mobility pattern of all modes including public transport, pedestrians, cyclists and Inter-Mediate Public Transport (IPT), etc. in order to improve and achieve convenient and cost effective accessibility to places of employment and education along with optimal utilization of funds and human resources. To achieve this, following are the key task :

 To develop a perspective plan for sustainable urban transport over a 30 year planning horizon  To develop strategies that integrate land use and mobility options, that are cost effective, equitable and also environmental friendly to be implemented within a span of 30 years or more  Suggest immediate / short / medium /long-term projects to meet the mobility needs of the city – both present and future  To ensure that the most appropriate, sustainable and cost effective implementation program is undertaken in the urban mass transit sector.

2 STUDY AREA

As per the notified Metropolitan region, the total study area covers 2108.20 sqkm of area with a population of 21,25,774 lakhs (as per 2011 census) as given in table below:

Population-2011 Area Sl.no City (lakhs) (sqkm) 1 Dehradun 7.06 125 2 Haridwar 3.1 60.68 3 Rishikesh 1.02 26.25 4 Roorkee 1.18 2.38 5 Rural 7.4 1862 Total 21 2108

Table: Study Area - Uttarakhand Metropolitan Area

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh Executive Summary

2.1 Urban Transport Problems and Issues within Metropolitan Area While carrying out the Primary and secondary Surveys within the notified Study area, various deficiencies have been observed like

 Absence of organized public transport facilities has led to the increase in share of privately owned vehicles in the Study Area;

 Inadequate capacity of roads in the city, with limited Right of Way, especially within the CBD area of each metropolitan area city

Figure: Inadequate PT service

 Absence of complete road network with clear road hierarchy. Improper utilization of the city road network and lack of enforcement measures has further deteriorated the situation  Encroachment on streets by shop owners and vendors reduces the width of carriageway.  Hindrance to pedestrian movement because of absence of foot paths.

Dehradun Roorkee

Figure: Poor Road condition

 Ineffective traffic control and management measures  Absence of adequate parking lots leading to haphazard on-street parking causing traffic congestion.

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh Executive Summary

 Lack of Public Transport system in the city has resulted in improper operation of Intermediate Public Transport vehicles causing traffic congestion.  Inadequate Road Infrastructure and Safety measures

3 MOBILITY STRATEGIES

The Mobility Vision for Uttarakhand Metropolitan Area is “to attain a People Centric Urban Transport System with an integrated, efficient, livable and sustainable transport system by providing safe and convenient mobility to people of all abilities and goods”.

Table below depicts the mobility strategies adopted for Metropolitan Area covering Dehradun- Haridwar-Rishikesh-Roorkee for achieving the mobility vision.

Comprehensive Mobility Plan Proposal for Uttarakhand Metropolitan Area (2018-2048)

Promote Multi Nodal Concept in Dehradun, Haridwar, Rishikesh and Roorkee with major activity nodes to have local transport plan Land Use Transport Promote Transit Oriented Development (TOD) along the main Mobility Integration Plan Corridor Network

Identifying new nodes for development with mixed land use

Development of New Links

Network Development Development of Bypass roads Plan Widening of Roads Development of Grade Separators Development of inter-city transit corridor connecting the Cities of Dehradun, Rishikesh and Haridwar Development of higher and medium capacity mobility corridor within the cities of Dehradun, Rishikesh, Haridwar and Roorkee Integrated Public Development of a feeder system for last mile connectivity Transport Plan Augmentation of existing city bus service

Development of Multi modal Integration Hubs

Development of Footpaths Non-Motorised Transport Plan Development of Bicycle friendly streets

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh Executive Summary

Freight Mobility Development of Truck Terminals and Corridors Improvement Plan Improvement of the major junctions in Dehradun, Haridwar, Rishikesh and Traffic Engineering and Roorkee Management Measures Signage and Markings

Technological Strategy Installation of smart traffic signals

Enforcement of parking regulation and restriction specifically On Street Parking Strategy Parking

4 URBAN MOBILITY PLAN 4.1 Land Use Transport Plan Spatial distribution of land use activities determines the urban transport characteristics. By influencing the spatial structure of locations in the urban environment, land use planning can contribute to reduced travel kilometers and support a high transit share. Mixed Use development establishes a compact city and helps keep walking and cycling as attractive modes of transport.

Multi Nodal Transit Concept

The urban form and its spatial structure are articulated by two structural elements: Nodes & Linkages.

Nodes are reflected as the centrality of urban activities; they can be related to the spatial accumulation of economic activities or the accessibility to the transport system.

While an old city initially develops as a compact city, however in order to ensure there is balanced development, a multi nodal transit concept need to be promoted, by promoting new nodes to be developed in form of mixed used development Figure: Multi nodal transit Concepts

Transit Oriented Development

The corridor with high passenger movement is designated as the mobility corridors. To maximize the passenger throughput, these corridors should be developed on the concepts of transit oriented development. Mixed use development that is cognizant of the low income users of the transit system is important. It is necessary to create urban and sub-urban environments where NMT and public transit

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh Executive Summary are the favorable transportation options by ensuring seamless integration between different transport modes, this shall further safeguard community and development enhancing a community with increased accessibility.

Development of Tourist Centre

Tourist center should be developed considering the character of the place. It should cater to both the floating and residential population. It should be well accessible, environmentally sound and have well developed infrastructure. In order to ensure the sense of safety and security, information systems should be provided.

(a) Dehradun:

In order to decongest the CBD area, the concept of multi nodal transit need to be implemented. With various smaller nodes need to be developed in the other parts of the city, key activities may be shifted to these smaller nodes, with trips destined to the inner city area may be redistributed to other parts of the city based on the shifting of the key activities area thereby decongesting the inner city zone.

Ghanta Ghar, the central nuclei of Dehradun, while Rajpur Road, Cannaught Place, Niranjanpur Mandi, Paltan Bazar, Indira Nagar, Saharanpur Road, Prince Chowk, Arhat Bazar, Ashley Hall, IT Park, Selaqui Area etc are the nodes developed around Dehradun City. In order to decongest the core city area and for efficient and equitable distribution of transport demand throughout the city, it is imperative to develop sub-city centres in different parts of the city. Further, since all administrative offices, Police Headquarters, Hospitals, colleges etc are based around CBD Area; there is a need to shift these activity hubs in other parts of the city to decongest the central Zone area.

Figure: Multi nodal concept for Dehradun

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As the land use for Dehradun area proposed under Dehradun Master Plan, need to be implemented, there is a need to develop these small nodes with complete transport infrastructure. As transport infrastructure in the smaller nodes should substantiate the land use development and complement the proposed and upcoming development activities.

The development of a multi nodal transit concept will allow the city to grow in all the directions. Ghanta Ghar shall continue to be the city centre. However, the administrative centres and developments coming up within the CBD needs to be shifted to the other areas of the city and any further development near clock tower should be carried out in a controlled manner to develop the small nodes in a uniform manner around the city without congesting the CBD.

Based on the existing Master Plan, some of the areas were identified having a potential of being developed as key activity node with mixed-use development. With Dehradun witnessing major growth towards Haridwar and Saharanpur Road, It was assessed that area near Badowala, Bharpur, East Hope town may be developed for new node development with shifting of activities from CBD area to outer area of the city. At the same time, these nodes can develop a separate transport plan, which should also connect with the main public transport master plan, so that each node is well Figure: Transit Oriented Development along Major Corridors connected with other nodes through a dedicated mass transit system.

Dehradun has the potential to adopt TOD principles, with possibility of increase in population density by increasing FSI and promoting mixed-use development

(b) Haridwar:

In case of the City of Haridwar, the city center lies near to the Haridwar Railway station which is the main CBD area. The activity nodes are the Hari ki Pauri, SIDCUL area, new market area, Jwalapur, BHEL township. The city core is a highly congested area which have high share of commercial development along the road and a mix of land use of industries, Ashrams and residential.

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh Executive Summary implementation stage. Efforts may be made to decongest the central core of the city with activities shifted to SIDCUL and Bahadarabad area.

Figure: Multi nodal concept of Haridwar

Figure: Multi nodal concept of Rishikesh

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh Executive Summary

Rishikesh, considered as the gateway to the Chardham places apart from being a religious tourist town with hundreds of serene ashrams attracts people from all over the world for meditation and yoga. Rishikesh, with a high potential to be developed as tourist center with focus on Ashrams and Temples. The Muni ki Reti Area and Swarg Ashram area are proposed to be developed as tourism centers. However, in order to ensure balanced development of city, apart from developing the tourist zones, efforts need to be made to decentralize the activity area, so it may not get over congested since the core area of the city lies near to Railway Station and Bus Terminal, the major commercial land use faces an issue of congestions which needs to be improved.

4.2 Road Network Development The cities mentioned have limitations of expansion due to its topographical nature –hilly terrains, valleys and river bound areas. In such a case, the existing road infrastructure gets over saturated. To overcome the challenge, the cities need to develop measures to reduce the congestion within the city core area, separate out through trips, enhance the mobility and accessibility within the cities.

The locations of the cities are such that to reach the Key activity or tourist area in each city, a person has to cross from the main CBD area, the same is evident in all four cities of study area. At present, these cities experiences high external trips which adds to the city traffic clogging the already congested area. Hence Bypass strategy should be introduced in the city to smoothen traffic flow.

To improve the traffic movement of the city, various proposals apart from short term proposals have been suggested like medium and long term proposals, in order to improve the traffic conditions of the city in the future years with respect to the growing population of the city. These proposals include widening of existing road, provision of missing links in the network to relieve the overloaded transport network. Such measures would facilitate faster and easier access. The identification of these proposals was done after studying the existing/ projected traffic demand, previous proposals in CDP, Draft CMP Study 2012 for Dehradun, Master/Development Plans, SADA plan and discussions with the local authorities.

(a) Road Widening

The analysis of traffic on various city roads and the Volume capacity ratios shows that the city traffic is increasing day by day. The traffic on some of the important arterial roads is observed to be more than the actual capacity of the roads, which leads to complete halt of the traffic even with slight disturbance in the flow. The traffic analysis and speed-delay survey shows a level of service (LOS) “4” on roads. The condition of these roads can be improved by widening the carriageway of the road and by streamlining various other activities like on-street parking, hawkers, loading/unloading of goods, encroachment on roads, etc. Based on this and in conjunction with the planned future role of specific corridors, certain critical links have been identified for widening and improvement.

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh Executive Summary

Based on the above assessment, it is proposed to widen the following roads under various phases as Phase I shall be from 2018-2022, Phase II shall be from 2023-2028 and Phase III shall cover from 2029- 2048.

Table: Carriageway Width - Existing and Proposed

Location Existing Proposed Existing Proposed Priority carriageway carriageway no of no of lanes width(m) width(m) lanes Gandhi Road 9 14 3 4 Phase I Eastern canal Road 12 14 4 4 Phase I Raipur Road 6.5 14 2 4 Phase I Kanwali Road 6.2 14 2 4 Phase I Haridwar Road(Prince chowk to Aragarh 9 14 3 4 Phase I chowk) Haridwar Road (Aragarh chowk to 11 14 3 4 Phase I Dharampur chowk) Haridwar Road (Dharampur Chowk to 7 14 2 4 Phase II Rispanapul Chowk) Haridwar Road (Rispanapul Chowk to 16 21 5 6 Phase II Jogiwala Chowk) Saharanpur Road (Prince Chowk to Railway 13.2 14 4 4 Phase II Station) Saharanpur Road (Railway Station to 12.7 14 4 4 Phase I Saharanpur chowk ) Tilak Road 6.4 14 2 4 Phase III Subhash road (EC Road to Kanak Cinema 8.5 14 2 4 Phase III Chowk) Subhash road (Pant Road to Haridwar Road) 7.2 14 2 4 Phase III Ugrasain Marg(Kanak Chowk to Survey 5 14 2 4 Phase II Chowk) Haridwar: In order to ease of the movement, within Haridwar, three roads are proposed for widening in Haridwar area. The Haridwar Bypass and Kankhal Jwalapur road are heavily congested as these are major arterials in the city. Hillock bypass road which starts from Shivlok Nagar to Haridwar Jail area needs to be widened as the new development are coming along this road and faces congestion. The roads proposed for widening in Haridwar are shown in table below.

Table: Roads proposed to be widened - Haridwar

Location Existing Proposed Existing Proposed Priority carriageway carriageway no of no of width(m) width(m) lanes lanes Haridwar Bypass(Old road) 9 14 2 4 Phase II

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh Executive Summary

Location Existing Proposed Existing Proposed Priority carriageway carriageway no of no of width(m) width(m) lanes lanes Kankhal Jawalapur 10 14 2 4 Phase III

Hillock Bypass (Shivlok Nagar to 7 24 2 6 Phase I Haridwar Jail area) Rishikesh: The roads proposed for widening in Rishikesh are discussed below

Table: Roads proposed to be widened - Rishikesh

Location Existing Proposed Existing Propos Priority carriagewa carriageway no of ed no y width(m) width(m) lanes of lanes ISBT road 7 14 2 4 Phase II Dehradun road from Triveni Chowk to 7 14 2 4 Phase I Natraj Chowk Lakshman Jhula road to be from 9 14 2 4 Phase II Chandrabhaga to railway station Railway road to Bypass 7 14 2 4 Phase II

The two major roads which are proposed to be widened are ISBT road and Dehradun road from Triveni Chowk to Natraj Chowk. These two roads face major congestion due to increase in traffic flow towards Dehradun and constricted right of way. It also has commercial centers along the corridors attracting vehicular and pedestrian traffic equally reducing speed and increasing delay.

The Master plan 2011 had proposals for road widening - width of Haridwar- Rishikesh road to be increased from 45 m to 60 m till Natraj Chouraha, width of Lakshman Jhula road to be from Chandrabhaga to railway as 20m and railway road to Bypass as 24.4m.

Roorkee: Roorkee city which falls between the Muzzafarpur, Haridwar and Saharanpur, experiences heavy external to external traffic which presently flows through the city centers. Considering this scenario and the city network, a ring and radial network is proposed, with outer rings being the by-pass which shall essentially divert the external traffic and radials being the mobility corridors exclusivity for the city traffic.

In essence, the inner rings and the radials of the city are the mobility corridors which maximizes mobility of people, focusing on public transport and non-motorized traffic, rather than vehicle traffic. These mobility corridors offer a strong network providing connectivity to future attraction and growth centres such as villages – Salempur, Rampur, Chandpur, Talhedi, Jalalpur. It also connects the major transportation hubs such as the railway station and the bus terminal with the city centres, growth centres and major areas, regionally. The proposed corridors are shown in the table below.

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Table: Roads proposed to be widened - Roorkee

S.No. RoW improvement Length Proposed No Priority (Km) of Lanes 1 Talhegi to Lal Kurti Cantontment 1 4 Phase I 2 Railway Station to Ganesh Pur 1.1 4 Phase I 3 Salempur to Ramnagar Chowk 1.5 4 Phase I 4 Madhopur to Rampur 1.1 4 Phase I 5 Inner Ring Road 8 4 Phase I (b) New Roads/Missing Links

Based on the assessment carried out for easing off the movement of traffic, following new roads/missing links are proposed to be constructed to augment the road network of the study area as shown in Table below.

Table: New Roads proposed

S.No. Name Length (Km) Proposed Number of Lanes Dehradun 1 Bypass Road connecting ISBT chowk to Nanda Ki Chowki via Badowala, 8.4 4 Baniyawala and Shyampur 2 Bypass Road connecting Nanda Ki Chowki along Noon River upto 13.3 4 Hariyawala Khurd 3 Bypass Road connecting Transport Nagar to ISBT chowk connecting 5.0 4 Nanda Ki Chowki 4 Bypass Road connecting ISBT to NH-72 Haridwar Road near IIP 8.7 4

5 Strengthening of existing road from Hariyawala Khurd to Mussoorie 8.3 4 Road 6 Roads connecting Pattribagh Area to : a Race Course and Pattribagh 1 4 b Pattribagh Chowk to Mata Mandir 1.1 4 c Road from Pattribagh Chowk to Mata Mandir to Haridwar 1 4 Bypass Road Haridwar 1 New Haridwar By Pass 24.4 8

2 New Road from Bahadarabad to Kangri] 11.2 8 Roorkee 1 By pass road connecting Rampur and Beladpur 9.8 4

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh Executive Summary

Since these corridors include all the major spines, they should be designed based on the standards. A mobility corridor should have right of way of at least 12 m for mixed traffic conditions. Even though, the road network is present but the network needs to be upgraded to mobility corridor standards. Some portions of these networks need to be widened to function as a mobility corridor. These corridors would be expected to have the following cross-sectional elements:

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

The indicative cross sections figure showing the typical ROWs of roads to be followed for mobility corridors.

Figure: Cross Sections of different ROW

The new roads proposed in Dehradun opens up new areas and enhance the connectivity in South-East, South-West and North-West area. Haridwar Bypass in Dehradun is continued to join at the Chakrata road at the outskirts, which can be used by the through traffic thus reducing the traffic on the main radials.

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh Executive Summary

The new road proposed in Haridwar connects Kankhal to Bahadarabad south to the canal, this is in line with PWD and NHAI proposal. The proposal for ring roads is followed same as proposed in the master plan.

Currently the city is witnessing increase in traffic, it is seen that at a number of places, traffic flow is beyond the saturation capacity of the intersection or busy level crossings cutting across arterial roads. Following which, it becomes imperative to provide for grade separation along the predominant flow direction to ease the movement of flow and reduction in the conflicting movements at junctions. Following which a few grade separators in terms of ROB & Flyovers have been proposed on certain busy stretches to reduce congestion and delays.

Table: New ROB/Flyovers proposed

Proposed Length S.No. Number Name (Km) Priority of Lanes Dehradun ROB 1 ROB on NH-72 Haridwar Road 0.7 6 Phase II 2 ROB connecting Tyagi Road to New Road – connecting Race 0.6 4 Phase II Course and Pattribagh 3 ROB on Mata Mandir Road 0.5 4 Phase II 4 ROB on Haridwar Bypass Road 0.5 4 Phase II Flyovers 5 Flyover on Haridwar Bypass Road with new Bypass Road – 1.0 4 Phase II connecting Nalapani River from Tapovan Road to Sahastradhara Road and further upto Rajpur Road 6 Flyover on Saharanpur Road near junction with 0.6 4 Phase II New Bypass Road - connecting Transport Nagar Haridwar 7 Hill bypass connecting shivlok colony to Haridwar jail area 8 Construciton of 4 Lane Motor Bridges across Ganga upto 3.69 4 Phase I Kangri Roorkee 9 Bridge (Solani River) NH -58 By Pass 0.2 4 Phase I 10 ROB near Nangla Koyal 0.3 4 Phase I 11 Bridge Upper Canal 0.2 4 Phase I 12 Bridge near Thanshi Pur 0.1 4 Phase I 13 ROB Near Rahimpur 0.2 4 Phase I

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Figure: Road Development Proposal for Dehradun

Figure: Road Development Proposal for Haridwar

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh Executive Summary

Figure: Road Development Proposal for Rishikesh

Figure : Road Development Proposal for Roorkee

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh Executive Summary

4.3 Public Transport Improvement Plan The public transport system for the cities in the Metropolitan area should be convenient, efficient, affordable, reliable and integrated. Since no organized public transport services is available currently within Dehradun, Haridwar, Rishikesh, and Roorkee, there is a need to provide efficient public transport system which provides connectivity to all end of the city, which apart from adding new infrastructure also involves existing infrastructure improvements like reserving lanes and operational improvements of private buses like optimizing routes and schedules. The improvement in public transport is likely to not only create & maintaining the existing modal share of public transport, but also to create a shift from other modes to public transport.

The proposals under public transport improvement plan are:

- Identification of urban mobility corridors to be developed as Public transit corridor - Providing last mile connectivity and ensuring multi-modal integration in public transport - Providing adequate infrastructure facilities for public transport in terms of intermodal mobility hubs, bus stops - Implementation of ITS to improve the reliability of public transport systems - Promoting public participation and campaigning mass awareness programs.

The Mobility Corridors identified are categorized under three categories

First order Transit System- include high capacity mass transit system. A number of transit options are available for mass transit and the same may be selected based on the need and detailed Feasibility Study and Alternatives Analysis. Example, Heavy metro, Medium Metro,BRT etc

Second order Mass Transit systems includes bus based system, PRT (Personal Rapid Transit) as well as cable propelled transit, which are medium capacity and are of low speed. Example, Light metro, city bus service PRT, Cable car etc

Third order mass transit system includes Aggregator Cabs, e-rickshaws and other IPT modes (Vikram, Chakras, Auto Rickshaws etc.) as well as individual cabs. Third order system are meant to be the last mile connector, offering low capacity but maximum coverage. Example, feeder bus, vikrams, Auto, E rickshaws etc

Along with Public transport, there is a need to provide Multi Modal integration. The approach is to ease of the journey of the users using different modes, by offering seamless transfer from one mode to another, using common ticketing system. However, while planning for a well-integrated system various factors are to be considered:

Each intermodal station will consist of three main components:

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh Executive Summary

 An integrated terminal facility with adequate facilities and amenities to cater to the requirements of all user groups  A mixed-use development with shopping, office spaces and other commercial activity to enable people to fulfil all the needs by using public transport  Provision of Park-and-Ride facility to encourage the use of public transport

The public transport improvement plan for the cities in the study area are based on the above concepts and are discussed in the following sub sections.

Referring to the study area, while considering the regional connectivity of the area in between Dehradun, Rishikesh, and Haridwar, high traffic flows. Following which based on the assessment, mobility corridors were identified which are witnessing high traffic demand and should be connected through first order transit system. However, the type of system technology to be provided may be selected after alternative analysis study and detailed feasibility study.

Figure: Corridor connecting Dehradun-Rishikesh-Haridwar

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh Executive Summary

Apart from the regional connectivity, city level mobility corridors were also assessed based on each city internal mobility demand, and the same is discussed in detail below:

(a) Dehradun:

Referring to the case of Dehradun, based on the assessed PT-PHPDT demand on the various road corridors of the cities individually, a dedicated public transit corridor is suggested. The technology selection for implementation of public transit should be of first order transit system covering:

FRI – Raipur/Rispnana: This corridor’s catchment area includes FRI –Ghanta Ghar- Darshanlal Chowk - Railway Station- Araghar Chowk- Raipur Road- Haridwar Road. The ridership for the same is worked considering the two cases as Case 1 A & Case 1 B, wherein each spur line is considered separately.

ISBT – Mussoorie/Canal road: The corridor’s catchment area includes Mussoorie Road – Canal Road- Kandholi-Rajpur Road - Ghanta Ghar- Darshanlal Chowk- ISBT. The ridership for the same is prepared considering the two cases as Case 2 A & Case 2 B, with each spur line as separate corridor. The same is shown below.

Figure: First order transit Corridor in Dehradun

Currently no proper organized Public Transport service is available within Dehradun. State run buses provide inter city services. Operating on the identified routes as per the permit issued by the RTO, wherein private bus operators run a private intra city bus service in a dilapidated condition for the city residents. The service provided is highly irregular and require considerable improvement.

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh Executive Summary

In order to offer connectivity within the region, these routes are proposed to be operated through second order transit system in addition to other routes which is as presented below:

Figure 4-1: Second order transit Corridor in Dehradun

It is suggested to continue with the existing routes, however the routes can be rationalized based on the demand assessment carried out for the main mobility corridor. Further, technology selection can be based on alternative analysis and derailed feasibility study

Based on the existing road network and available widths in Dehradun, it is suggested to explore E- rickshaws to improve the first and last mile connectivity in the city.

The multi modal integration hubs are proposed to offer seamless transfer at the following locations.

City Locations for developing Multi Modal Integration Dehradun  Railway Station: Integration of Indian Railways, proposed MRTS, City Bus, IPT  ISBT terminal: Integration of City Bus Service, Proposed MRTS and IPT  Ghanta Ghar: Integration with MRTS, City Bus and IPT Further with the addition of electric fleet, it is proposed to redevelop the bus terminal in future, as in Dehradun, main ISBT was developed under PPP basis with all latest technological amenities. A need has been felt that the bus terminal located in the Centre of the city,i.e, Mussoorie bus stand needs to be developed in an organized manner with all infrastructure facilities and may be relocated in future.

(b) Haridwar:

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh Executive Summary

In case of Haridwar, the corridor proposed for inter city connectivity shall be serving as the internal city corridor, since the identified corridor serves the main traffic demand of the city area within its influence zone. The first order transit system corridor proposed shall connect Haridwar from Haripur Kalan to Uttarakhand Sanskrit Academy via National Highway-72 with proper integration to Hardiwar Main road connecting the city core areas like Haridwar Railway station, Rishikul, Govindpuri, Jwalapur.

The identified corridors for the first order transit system are given in the figures below.

First order transit corridor: This Corridor’s catchment area includes Haripur Kalan – Motichor – Har ki Pauri - Railway Station - Uttarakhand Sanskrit Academy

Figure: First and second order transit corridor Proposal – Haridwar

Second order transit system routes are proposed on the existing IPT routes as these are already established as high demand routes. Technology selection for second order system can be based on alternative analysis and detailed feasibility study. The initiation of Public transport can be done with the introduction of Midi-Buses/Mini Buses. The plan aims to take 60 buses per lakh population as per LOS 1 of SLB.

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh Executive Summary

Considering the road network and available widths in Haridwar, it is suggested to explore E-rickshaws to improve the first and last mile connectivity in the city. The E-rickshaws have a seating capacity of 3 to 5 passengers including a driver. On each charge the vehicle runs for 50 to 80 kms on average. The size of the vehicle is small, which is an advantage and helps it manoeuvre in tight corners and narrow roads. This helps in commuting the vehicle through crowded commercial and residential areas which effectively helps in increasing the ridership.

Haridwar Bus terminal needs to be well developed in order to accommodate the growing demand of the area, which may further be interlinked with Railways to smoothen the connectivity of the region.

City Locations for developing Multi Modal Integration Stations Haridwar Railway Station : Integration of Indian Railways , Proposed MRTS, City Bus, IPT

(d) Rishikesh:

As similar to Haridwar, the first order transit corridor proposed for regional connectivity will also serve the intra city trips of Rishikesh city, with majority of city area falling within the catchment area of the corridor.

Figure: First order transit Corridor Proposal – Rishikesh

The identified corridors for the first order transit system are given below:

First order transit Corridor: This Corridor’s catchment area includes Nepali farms-Shyampur- IDPL Colony- Triveni Ghat - Mayakund

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh Executive Summary

Second order transit system routes are proposed on the existing IPT routes due to high demand. The initiation of Public transport can be done with the introduction of Midi-Buses/Mini Buses. The total Fleet proposed for horizon year 2038 is 97 buses.

As in the case of Dehradun and Haridwar, it is suggested to explore E-rickshaws in Rishikesh to improve the first and last mile connectivity in the city. The E-rickshaws have a seating capacity of 3 to 5 passengers including a driver. On each charge, the vehicle runs for 50 to 80 kms on average. The size of the vehicle is small, which is an advantage and helps it manoeuvre in tight corners and narrow roads. This helps in commuting the vehicle through crowded commercial and residential areas, which effectively helps in increasing the ridership.

The timings of operation can be linked with the operational hours of the transit service with the frequency linking with the frequency of the main public transport system so as to have minimum waiting time for the passengers.

Rishikesh Bus terminal may be developed in an organized manner with all modern amenities in order to address the growing demand of the area. It should be integrated with the Railway station to provide seamless transfer and meet the future demand.

(d) Roorkee:

Corridor has been identified in Roorkee to be served by dedicated third order transit system, so as to provide connectivity in the region. Instead of Midi/mini buses, existing IPT routes are rationalized to serve the existing study area. It is proposed to run electric IPT Autos & E- Rickshaws or options of PRT, cable car may be looked into to serve the demand of the area.

Roorkee Bus terminal may be developed in an organized manner with all modern amenities in order to address the growing demand of the area. It should be integrated with the Railway station to provide seamless transfer and meet the future demand.

Figure: Third Order Corridor Proposal – Roorkee

4.4 Non-Motorized Transport Plan Development of Footpath

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh Executive Summary

Pedestrian trips are generally short trips and can be observed everywhere in a city. Hence, ideally pedestrian walkways should be provided on all major roads and streets in the city. However, special consideration for pedestrians should be given near junctions (dangerous intersections), major activity nodes (like schools, colleges etc.).

The smaller local streets/residential streets may not have sufficient width to provide a segregated pedestrian walkway. But these residential streets should also provide safe route to pedestrians. This can be achieved by

 Limiting the speed of motorized vehicles  Installing speed breakers at frequent intervals  Providing table top crossings etc.

(a) Dehradun:

It is estimated that a total of 84.9 Km of road network in the Dehradun require dedicated pedestrian footpaths, the road network identified for footpaths is as shown in the map below.

It is proposed that all roads with ROW 12 m to 18 m will have 1.8 m wide footpaths on both sides, whereas all roads with ROW greater than 18 m will have a minimum of 2 m wide footpaths on both sides.

Figure: Footpath Proposed in Dehradun

(b) Haridwar:

It is proposed that all roads with ROW 12 m to 18 m will have 1.8 m wide footpaths on both sides, whereas all roads with ROW greater than 18 m will have a minimum of 2 m wide footpaths on both

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh Executive Summary sides. Areas falling within SIDCUL industrial area and BHEL area, are proposed to have minimum1.8m footpath.

The internal roads with narrow roads and limited right of way, are proposed to serve both the vehicular traffic and pedestrian traffic. It is also proposed to have footpath in roads having ROW greater than 12m.

Haridwar Rishikesh

Figure: Footpath proposed in Haridwar and Rishikesh

(d) Roorkee

With High Share of Pedestrian Traffic, it is proposed that all roads with ROW 12 m to 18 m will have 1.8 m wide footpaths on both sides, whereas all roads with ROW greater than 18 m will have a minimum of 2 m wide footpaths on both sides.

Figure: Footpath proposed in Roorkee

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh Executive Summary

4.5 Freight Management Plan A Freight Management Plan is required to be prepared to ensure safe, reliable and efficient movement of freight and servicing trips to & from, cities within Metropolitan Area. Efficient freight movement helps in supporting the overall economic & trade pattern of the city

The overall aim of freight management plan is to

. Restrict the heavy vehicles entering the city during day time. . Develop truck terminals near cordon points and distribute the goods in the city through LCV/sustainable transport choices . By pass the external freight traffic passing through the city. . Ensure that the road network allows efficient and reliable handling and distribution of goods vehicles . Minimize the impact of congestion . Minimize the impact of pollution . Shift gradually to more sustainable freight movement.

Freight Terminals

Freight terminals are required for the efficient movement of freight vehicles within the city so that congestion is very limited. Freight Terminals need to be provided near various sensitive areas in the city which attract heavy vehicles and also in the outskirts.

To reduce the conflict with city traffic and decrease the congestion during peak hours, freight traffic should be restricted in the city. The freight traffic should not be allowed in the city between 4 am to 10 pm, stopping most of carries outside city boundaries.

It is observed that a lot of through traffic moving towards uphill side freight traffic is passing through Dehradun, Rishikesh and Roorkee, even though the freight movement is limited by time restrictions, this does impact the general traffic in the city. Hence it is further suggested that the movement of freight transport should only be through bypass road, so no heavy traffic enters the city especially the through traffic in case of Dehradun, Rishikesh, Haridwar and Roorkee. Freight corridors alignment is linked to the industrial estates – SIDCUL and BHEL in Haridwar as it has freight intensive activity.

For Dehradun and Haridwar, the freight terminals are proposed at existing transport nagar area with upgradation/restoration of facility. In Roorkee, freight terminal is proposed along the NH as a new terminal. Rishikesh Master Plan had proposal for shifting of transport nagar from forest area to Gumaniwala village near Bypass.But considering the present trend, where the freight vechils are parked near Rishikesh bypass in near BSNL ecolony, the terminal has been proposed here due to strategic location.

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Figure: Freight terminals proposals.

4.6 Traffic Engineering and Management Measures Immediate Improvement measures for Road

In order to ease of the traffic issues within the city on immediate basis, certain short-term improvements measures need to be considered

4.6.1. Lane Markings

To ensure movement of traffic in an organized manner it is important to have proper lane markings on paved roadways to provide guidance and information to drivers and pedestrians. They are used to

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh Executive Summary delineate traffic lanes, inform motorist and pedestrians. Road surface marking can also indicate regulation for parking and stopping.

Figure: Road Lane Markings

While carrying out the survey it was observed that in Dehradun city Key roads near Clock Tower, Quality Chowk, Chakrata Road have Lane markings, however other roads require proper lane marking along with designated lane for parking and stopping by.

In Haridwar, as per survey, lane markings are present on roads like Madhya Marg, SIDCUL bypass road, NH 58 however other roads require lane markings along with designated lane for parking and stopping by. Some of the roads where lane marking is present for example Kankhal Jwalapur road, Haridwar main road are not in bad condition and should be renewed.

In Rishikesh, as per survey, lane markings are present on roads Tehri Narendranagr Road, Cheeladam Rishikesh road; however other roads require lane markings along with designated lane for parking and stopping by. Some of the roads where lane marking are present for example Veerbhadra road, Dehradun Rishikesh road, Nirmal Ashram Road, Malviya marg are not in bad condition and should be renewed.

While in Roorkee city, lane markings are present on roads like NH72, NH 58, Thomson marg, govind bhavan road, however other roads require lane markings along with designated lane for parking and stopping by. Some of the roads where lane marking is present for example Laksar road, Old station road, Pahari road etc are in bad condition and should be renewed.

4.6.2. Signage

Based on the survey carried out, it was observed that except directional signs, other signs like regulatory, warning signs and directional boards are missing on the main roads. Further many roads also lack location signs. These signs provide information to the driver about compulsory right or left turn, parking or no parking area, speed limits, one way roads or any other information. There is a need to provide such signage’s on all major roads in the Metropolitan area as per IRC norms/ standards.

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4.6.3. Traffic Signals

Based on the discussion with various officials it was assessed that, in Dehradun various junctions are getting converted to signalized junctions. Currently 13 traffic signals have been installed by MDDA under public private partnership basis while 14 other traffic signals have been installed within Municipal Corporation Limits. A density based Traffic signal has been installed at Niranjanpur. However, after observing the traffic conditions within Dehradun it is suggested that more density based traffic signals need to be installed within Dehradun. As Conventional traffic light system is based on fixed time concept allotted to each side of the junction which cannot be varied as per varying traffic density. However, in case of density based traffic signals, the signal timing changes automatically on sensing the traffic density at the junction. Following Junctions are proposed for density based Traffic signal based on the discussion with various officials.

Sl. No Location Sl. No Location 1 Darshanlal Chowk 6 Behl chowk 2 Dilaram chowk 7 Survey Chowk 3 Prince Chowk 8 Ballupur 4 Ghanta Ghar 9 Balliwala 5 Araghar Chowk 10 Lalpul Further, there is a need to have proper maintenance of these signals and a strict enforcement mechanism need to be there to be followed

In Haridwar, the following junction are proposed for improvement:

Sl. Location Sl. No Location No 1 Arya Nagar Chowk 4 Chandra Charya Chowk 2 Dudhadhari Chowk 5 Shradhanand Chowk 3 Shankaracharya Chowk 6 Smarat Prithviraj Chowk

In Rishikesh, the following junction are proposed for improvement & for (smart) traffic signals:

S. Location S. Location No No 1 Natraj chowk 3 Dehradun chowk 2 Chowk near Degree College 4 Triveni Ghat Chowk Rishikesh 3 Intersection near ISBT

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4.6.4. Traffic Enforcement

In order to ease of the traffic movement, it is important that the city resident follow the traffic rules. Following which effective enforcement measures need to be taken.

- There is a need to have more CCTV cameras installed within the city to monitor the traffic situation. - To have complete road space for vehicular traffic, onstreet parking should be discouraged on major arterial and sub arterial roads, - Any encroachments on roads need to be checked time to time - In Dehradun, the major Arterials and Sub arterials like Rajpur Road, Gandhi Road, Road in front of Railway station, Chakrata Road should be checked for on street parking. Encroachments should be discouraged and checked on time especially on Saharanpur road, Gandhi Road, Chakrata Road, near Prince chowk. - In Haridwar, Haridwar Main road and Bypass road should be checked for on street parking and encroachment. Other roads like Kankhal Jwalapur also has on street parking and these should be discouraged. - In Rishikesh, Tehri Narendra Nagar road, Dehradun Rishikesh Road, Malviya marg, Nirmal Ahram road should be checked for on street parking and encroachment. Enforcements should be strict around these roads to facilitate free flow. - In Roorkee, Pahari Bazar road, Old station road, upper ganga canal road, main bazar road should be checked for on-street parking and encroachment.

4.6.5. Street Lights

As per the analysis, In Dehradun, street lights are provided on majority of the roads, however it was observed that street lights require maintenance on various sections including certain portions of Chakrata road, GMS Road, Rajpur Road Sahastradhara Road and Haridwar Bypass etc. Street lights plays an important role in providing safety and comfort for road users and prevents road accidents. Poor street lighting is one of the reasons for road accidents during night time. A good street lighting is very important should be taken up on priority basis for all major & minor roads.

In Haridwar, Streetlights are to be provided at highways, motichur bypass brahmpuri and bypass roads.

In Rishikesh, street lights to be provided on all major roads, as the existing ones are only at important junction location discontinuous for long stretches.

4.6.6. Junction Improvement

Junction improvement is an important aspect for easing of the bottlenecks of traffic, as it is noticed that due to lack of planning and management maximum congestion occurs on junctions, further traffic accident rates are usually higher at intersections. Following which based on the discussion with various

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh Executive Summary officials and as per the study area assessment the list of junctions proposed for improvement are listed below:

Sl. Sl. Location Type of Improvement Location Type of Improvement No No Dehradun Geometrical –Widening, No Geometrical , Density 1 Darshanlal Chowk 7 Behl chowk Parking zone based Signal Geometrical –Widening, No Geometrical , Density 2 Dilaram chowk 8 Survey Chowk Parking zone based Signal Geometrical –Widening, No Geometrical , Density 3 Prince Chowk 9 Ballupur Parking zone based Signal Geometrical –Widening, No Geometrical , Density 4 Ghanta Ghar 10 Balliwala Parking zone based Signal Geometrical ,Channelization Geometrical , Density 5 Araghar Chowk of Traffic , Density based 11 Lalpul based Signal Signal Geometrical , Density based Dharampur Geometrical , Density 6 Tehsil Chowk 12 Signal Chowk based Signal Geometrical , Density based 13 Globe Chowk Signal Haridwar Geometric Junction Chandra Charya 1 Arya Nagar Chowk 4 Traffic Channelization Interventions Chowk Geometric Junction Shradhanand 2 Dudhadhari Chowk 5 Traffic Channelization Interventions Chowk Shankaracharya Smarat Prithviraj 3 Traffic Channelization 6 Traffic Channelization Chowk Chowk Rishikesh Dehradun 1 Natraj chowk Traffic Channelization 4 Traffic Channelization chowk Chowk near Degree Triveni Ghat Geometric Junction 2 Traffic Channelization 5 College Rishikesh Chowk Interventions 3 Intersection near ISBT Traffic Channelization Roorkee Geometrical – Geometrical –Widening, No 1 Rampur junction 3 Azad nagar Widening, No Parking Parking zone zone Geometrical – Geometrical –Widening, No 2 Ramnagar 4 Pattialya Lasi Widening, No Parking Parking zone zone Geometrical –Widening, No 5 Century gate Parking zone

4.7 Technological Improvement Plan Technological improvements include advanced applications which, without embodying intelligence as such, aim to provide innovative services relating to different modes of transport and traffic management

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh Executive Summary and enable various users to be better informed and make safer, more coordinated, and 'smarter' use of transport networks.

(a) Intelligent Transport Systems will include:

ITS encompasses all modes of transportation- air, sea, road and rail and intersects various components of each mode- vehicles, infrastructure, communication and operational systems. (Reference: Center of Excellence in Urban Transport, IIT-M, Intelligent Transport Systems

 Advanced Traffic Management Systems (ATMS  Advanced Traveller Information Systems (ATIS)  Advanced Vehicle Control Systems (AVCS)  Advanced Public Transportation Systems

(b) Traffic Management Center

A traffic management center (TMC) is a hub of transportation administration, where data is collected and analyzed and combined with other transport characteristics.

Traffic Management Centers should be provided at different locations for better control of movement of vehicles in the city. Introduction of ITS in the form of dynamic Variable Message Signs (VMS); Passenger Information Systems; development of ITS enabled Traffic Control Center etc. are the components under Information Communication applications. The functional areas of Control center are:

. Real-time traffic monitoring . Dynamic message sign monitoring and control . Incident monitoring . Traffic camera monitoring and control . Active Traffic Management (ATM) . Chain control . Ramp meter monitoring and control . Arterial management . Traffic signal monitoring and control . Automated warning systems . Road Weather Information System (RWIS) monitoring . Highway advisory radio . Urban Traffic Management and Control . Public transport Information . Real time route Information

It is suggested to provide VMS system on all entry points pf the cities specifically in Dehradun, Haridwar

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Benefits of smart signalization are:

. Reduces delay and queuing . Efficient movement of pedestrians and cyclists . Maximize the volume movement . Reduces severity of crashes . Accessibility to pedestrians and side street traffic

4.8 Demand Management Plan 4.8.1. Parking Policy and Management

Effective parking strategies are essential to manage the unauthorized parking activities in the city. The parking strategies should address the issues which will in turn reduce the automobile dependency. The various measures adopted for parking are:

(a) Short term measures

 Develop and approve multi-year parking tariff policy  Differential parking tariffs to encourage the use of Multi-level car parks and off street surface parking, and escalate tariff as per pre-defined increments  Have effective penalties for parking violation and enforce them  No free residential parking on main roads (width > 6m) between 07:00 hrs and 22:00 hrs; no on –street parking within 75 m of entry/exit points near important/major traffic junctions, major industries, commercial spaces, education buildings, hospitals etc.  Improve public transport to realize mode shift  Ban on street parking in CBD/Core city/Commercial Areas

(b) Medium and long-term measures

. Promote use of technology for effective enforcement of parking violations- . Develop and approve a differential parking tariff to encourage use of peripheral parking . Parking Restriction and Enforcement . Congestion Charge . Impose congestion charge during peak hours on entry of private vehicles in core city area . Cash-out measures, transit incentives, unbundling, curb side parking meters, price sensitivity, shared parking, parking regulation, remote parking and public transport facilities, improved enforcement and control

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Many of the on-street parking locations show a demand for short term parking which relates to the need of a space identification allocated for short term parking within accessible limits

Signs and pavement markings:

 On–street parking areas (eg. for cars, two wheelers) should be provided with marked parking bays. delineated by painted lines, studs, markers or textured surfaces different to the rest of the area.  DMC/MDDA should provide proper signboards with the words ‘Park in Bays Only’ and should be used at all entry points to the precinct and the ‘END RESTRICTED PARKING AREA’ sign should be used at all exit points from a precinct. In addition a smaller version of RESTRICTED PARKING AREA signs should be used as repeater signs where necessary within the area.

Permissive parking:

 In order to provide equitable parking to all the road users, permissive parking spaces should be provided at designated parking areas within a restricted parking area scheme using permissive parking signs. If so, the parking spaces/areas should be signposted using parking control signs in accordance.  Types of parking control include: - Time of operation – eg. 9 am– 9 pm: Monday – Friday - User limitations – eg. Motor cycles, bicycles, cars.

Enforcement: Enforcement of other parking schemes such as pay parking and permissive parking implemented by parking authorities within restricted parking areas should be carried out by authorized officers. They should regulate parking demand by issuing high penalty charge for breaching the traffic rules, restricting parking duration, encouraging employees to use less convenient parking spaces (such as parking lots at the urban fringe) during peak periods in order to leave the most convenient spaces for customers, limiting the use of on-street parking for longer duration by local residents and prohibiting on-street parking on certain routes during peak periods to increase traffic lanes.

Parking Pricing: Parking pricing should be allowed on following road stretches with proper markings clearly. It is suggested that a parking fee of Rs.5/- for two-wheelers and Rs. 10/- of cars for one hour should be charged. Time restriction is important to encourage short-term parking. It is also recommended to implement a differential parking fee policy with increasing fee structure in the central area and outer areas or a differential parking fee policy with increasing fee structure in peak hours or duration of parking. Paid parking can also provide a means of revenue generation to the municipality.

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4.9 Impact Assessment Projects evolved in CMP will help to achieve sustainable development goals by means of reducing private mode share, emission levels and travel time. Anticipated impacts of the proposed projects are segregated into the following categories:

 Social Impact  Economic Impact  Environmental Impact

Table: Social and Environmental Impacts

Project Right of Way/Land Requirement of Improve Reduction un Acquisition Rehabilitation & Mobility travel time Resettlement Bus Fleet Augmentation No No Yes Yes Higher Order Transit system Yes Yes Yes Yes

Intermodal stations Yes Yes Yes Yes

Bus Terminals Yes Yes Yes N/A

Transport Hub Yes Yes Yes N/A

Freight Terminals Yes Yes Yes N/A

Bus shelters & Bus Bays Yes Yes Yes Yes

ROBs/New Roads Yes Yes Yes Yes

Footpath No No Yes N/A

Pedestrian FoB/Subway No No Yes N/A

Major Junction Improvements Yes Yes Yes Yes

5 IMPLEMENTATION PLAN

 Prioritization of Projects

All the proposals discussed so far can be broadly grouped under three categories:

. Short Term Improvements: these are short term proposals that need to be reviewed and revised within 5 years as per the requirement. . Medium Term Improvements: the usefulness of these improvements will last for about 5-10 years

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. Long Term Improvements: the usefulness of these improvements will last for more than 10-15 years

Table: Implementation Measures

Short Term Improvements Medium Term Improvements Long Term Improvements (Phase I) (Phase II) (PhaseIII) Traffic and Pedestrian Off, On Street Parking Development of Multi Modal Hubs Management measures Development Junction Improvements and Freight Terminal Management Measures Restriction on OnStreet Parking on ITS certain locations Construction of Footpaths Construction of Footpaths Construction of Footpaths Bus Augmentation & Depot Bus Augmentation & Depot Bus Augmentation & Depot PT Route rationalization Redevelopment of Bus Terminal Off street Parking Off street Parking Road Augmentation Road Augmentation Road Augmentation Mass Rapid Transit System Mass Rapid Transit System Mass Rapid Transit System All Short term improvement measures are to be implemented under Phase I on immediate basis, while medium term projects to be implemented under Phase II while long term projects may be implemented under phase III. The details of same is discussed below:

Short term Measures including projects like Road improvement in terms of Road Marking, Signage’s, Traffic Light are suggested to be implemented initially, as such improvements make a major impact on the movement pattern of traffic, thereby such majors will help in stream lining the movement and controlling the traffic conditions. Further the NMT improvement measures with footpath laying add to the improvement in pedestrian movement behavior and overall city mobility impact. Further bus augmentation, improvement in public transport etc assist in improving the overall impact.

Medium term measures with Projects like public transport improvement, improvement in road network, parking management with improvement in existing off street parking areas including ITS inclusion will impact.

Long term measures will include projects like Public transport, new road development etc

 Phasing Plan

All the proposals discussed so far can be broadly grouped under three phases:

• Phase 1: 2018-2022 • Phase 2: 2023-2028

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• Phase 3: 2029-2048

For Dehradun City

Sl.No Projects Unit Quantity Rates Total Cost(In Cr) (Total) Cost (in (in Cr) Phase 1 Phase 2 Phase 3 Cr) Short Term Improvements 1 Junction Improvements and Nos 3 30 15 9 6 3 Management Measures including Smart Signages 2 Traffic and Pedestrian Km 0.05 4 2 1 1 0.05 Management measures - Road Markings/ Signage 3 Construction of Footpaths Km 0.4 20 4 8 8 0.4 4 Road network Improvement Kms 2 120 24 48 48 2 Plan Cost 174 45 66 63 Medium Term Improvements 5 Bus Augmentation* Nos 676 2 1352 406 406 541 6 Off Street Parking Locations Nos 2 10 20 10 10 20 7 ITS (Control room / PIS and Ls 3 50 150 75 75 0 Traffic Information System) 8 Multimodal Hub Nos 3 10 30 0 15 15 9 Bus Depot and Workshop Nos 3 20 60 12 24 24 Cost 1612 503 530 580 Long Term Improvements 10 First Order Transit System Km 30 250 7500 2550 1500 3450 11 Second Order Transit Km 5 75 375 113 225 38 System** 12 Redevelopment of Bus Nos 1 50 50 25 25 0 terminals 13 Bypass Km 47 10 468 94 187 187 14 ROB Nos 4 30 120 36 48 36 15 Flyover Nos 2 30 60 30 30 0 16 Freight terminals Nos 1 20 20 0 20 0 Cost 8593 2847 2631 3711 Total Cost (Short, Medium and Long term Projects) 10379 3395 2631 4354

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For Rishikesh City

Sl.No Projects Unit Quantity Rates Total Cost(In Cr) (Total) Cost (in (in Phase 1 Phase 2 Phase 3 Cr) Cr) Short Term Improvements 1 Junction Improvements and Nos 5 3 15 9 6 0 Management Measures including Smart Signages 2 Traffic and Pedestrian Km 35 0.05 2 0.9 0.4 0.4 Management measures - Road Markings/ Signage 3 Construction of Footpaths Km 35.0 0.4 14 2.8 5.6 5.6 4 Road network Improvement Kms 30 2 45 9 18 18 Plan Cost 76 22 30 24 Medium Term Improvements 5 Bus Augmentation* Nos 97 2 194 58 58 78 6 Off Street Parking Locations Nos 2 10 20 20 0 0 7 ITS (Control room / PIS and Ls 2 50 100 50 50 0 Traffic Information System) 8 Multimodal Hub Nos 1 10 10 0 0 10 9 Bus Depot and Workshop Nos 1 20 20 4 8 8 Cost 344 132 116 96 Long Term Improvements 10 First Order Transit System** Km 10 250 2500 850 500 1150 11 Second Order Transit System, Km 0 75 0 0 0 0 12 Redevelopment of Bus Nos 1 50 50 25 25 0 terminals 13 Bypass Km 0 10 0 0 0 0 14 ROB Nos 0 30 0 0 0 0 15 Flyover Nos 0 30 0 0 0 0 16 Freight terminals Nos 1 20 20 0 20 0 Cost 2570 875 545 1150 Total Cost (Short, Medium and Long term Projects) 2990 1029 691 1270

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For Haridwar City

Sl.No Projects Unit Quantity Rates Total Cost(In Cr) (Total) Cost (in (in Phase 1 Phase 2 Phase 3 Cr) Cr) Short Term Improvements 1 Junction Improvements and Nos 6 3 18 9 6 3 Management Measures including Smart Signages 2 Traffic and Pedestrian Km 35 0.05 2 0.9 0.4 0.4 Management measures - Road Markings/ Signage 3 Construction of Footpaths Km 35.0 0.4 14 3 6 6 4 Road network Improvement Kms 35 2 53 11 21 21 Plan Cost 86 23 33 30 Medium Term Improvements 5 Bus Augmentation* Nos 264 2 528 158 158 211 6 Off Street Parking Locations Nos 3 10 30 15 15 0 7 ITS (Control room / PIS and Ls 2 50 100 50 50 00 Traffic Information System) 8 Multimodal Hub Nos 1 10 10 0 0 10 9 Bus Depot and Workshop Nos 2 20 40 8 16 16 Cost 708 231 239 237 Long Term Improvements 10 First Order Transit System, Km 18 250 4500 1530 900 2070 11 Second Order Transit System** Km 12 75 900 450 450 0 12 Redevelopment of Bus Nos 1 50 50 50 0 0 terminals 13 Bypass Km 52 10 520 104 208 208 14 ROB Nos 0 30 0 0 0 0 15 Flyover Nos 1 30 30 30 0 0 16 Freight terminals Nos 1 20 20 0 20 0 Cost 6020 2164 1578 2278 Total Cost (Short, Medium and Long term Projects) 6814 2419 1851 2545

For Roorkee City

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Sl.No Projects Unit Quantity Rates Total Cost(In Cr) (Total) Cost (in (in Phase 1 Phase 2 Phase 3 Cr) Cr) Short Term Improvements 1 Junction Improvements and Nos 5 3 15 9 6 0 Management Measures including Smart Signages 2 Traffic and Pedestrian Km 37 0.05 2 1 0.5 0.5 Management measures - Road Markings/ Signage 3 Construction of Footpaths Km 37.0 0.4 15 3 6 6 4 Road network Improvement Kms 37 2 56 11 22 22 Plan Cost 87 22 32 47 Medium Term Improvements 5 Bus/IPT Augmentation* Nos 300 0.2 60 18 18 24 6 Off Street Parking Locations Nos 2 10 20 10 10 0 7 ITS (Control room / PIS and Ls 1 50 50 25 25 0 Traffic Information System) 8 Multimodal Hub Nos 0 10 0 0 0 0 9 Bus Depot and Workshop Nos 1 20 20 4 8 8 Cost 150 202 196 202 Long Term Improvements 10 First Order Transit System, Km 250 0 0 0 0 250 11 Second Order Transit System** Km 75 0 0 0 0 75 12 Redevelopment of Bus Nos 50 50 0 50 0 50 terminals 13 Bypass Km 10 90 18 36 36 10 14 ROB Nos 30 0 0 0 0 30 15 Flyover Nos 30 0 0 0 0 30 16 Freight terminals Nos 20 20 0 20 0 20 Cost 160 18 106 36 Total Cost (Short, Medium and Long term Projects) 397 99 202 97 * Bus augmentation cost in medium term improvement includes the bus requirement for second order transit corridor ** Second order transit systems in long term improvements includes the cost of PRT/cable car system as per the future requirement

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 Financing Options

As per the Recommendations of Working Group on Urban Transport for 12th Five Year Plan, the financing of urban transport projects in the country has largely been confined to gross budgetary support from the government and the user charges. Due to heavy investment needs of urban transport and conflicting demands on the general exchequer, the investment in urban transport in past has not kept pace with the rapidly increasing requirement of the sector. The current level of user charges of limited urban transport facilities, do not make the system self-sustainable. At the same time, providing safe, comfortable, speedy and affordable public urban transport to all has to be a necessary goal of the governance. The key funding sources besides GBS and fare box can be dedicated levies, land monetization, recovery from non-user beneficiaries, debt and private investments. The paradigm of financing has to clearly move towards non-users pay principle and the polluters pay principle. There is a need for long-term sustainable dedicating financing mechanism to address fast worsening scenario in the field of urban transport. All the various components in which the investment would be required in the 12th Five Year Plan would need to be funded through a combination of funding from Govt. of India, State Govt./urban local body, development agencies, property development, loan from domestic and financial institutions as well as PPP.

Table: Sources of funding for various projects

Proposals Proposed Schemes Probable Funding Sources SPV – State /Central Government/ Transport Department Public Transport system Rail based Transit System Multi-lateral funding Agency, Central/ State Govt. funds, AMRUT SPV - Municipal Corporation, UKSRTC, , Transport Department, Private Operators Public Transport system Bus routes -fleet size Multi-lateral funding Agency, Central/ improvement State Govt. funds, AMRUT Municipal Corporation, PWD, PWD-NH Pedestrian Facility Footpath Municipal funds, AMRUT, DUTF Improvement Pelican Signals Municipal funds, AMRUT, DUTF NMT Facility Bicycle Friendly Streets Municipal funds, AMRUT, DUTF Improvement Street Rejuvenation Municipal funds, AMRUT, DUTF Municipal Corporation, PPP Parking Management On Street Parking Municipal funds, PPP, AMRUT Plan Off Street Parking Municipal funds, PPP, AMRUT Transport Department, UKRTC, Traffic Police Intelligent Transport systems Semi Actuated Signals Municipal funds, DUTF, AMRUT, Smart City (SPV) Pelican Signals Municipal funds, DUTF, AMRUT, Smart City (SPV) Automated Vehicle Municipal funds, DUTF, AMRUT, Location System Smart City (SPV) Variable Message Signs Municipal funds, DUTF, AMRUT, Smart City (SPV)

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Proposals Proposed Schemes Probable Funding Sources ITS Control Centre Municipal funds, DUTF, AMRUT, Smart City (SPV) Public Information System Municipal funds, DUTF, AMRUT, Smart City (SPV) Common Mobility Card Municipal funds, DUTF, AMRUT, Smart City (SPV) Mobile Phone Application Municipal funds, DUTF, AMRUT, Smart City (SPV) Surveillance Cameras Municipal funds, DUTF, AMRUT, Smart City (SPV) GPS Municipal funds, DUTF, AMRUT, Smart City (SPV) SPV – Municipal Corporation, UKSRTC, Transport Department, Private Operators Bus Transport Inter-Modal facilities PPP, Central/ State Govt. funds, AMRUT Bus Stops PPP, Central/ State Govt. funds, AMRUT NHAI, PWD-NH Road Network Improvement Flyovers Multi-lateral funding Agency, Central/State Govt. funds ROBs Multi-lateral funding Agency, Central/State Govt. funds PWD-NH Road Network Improvement New Links Multi-lateral funding Agency, Central/State Govt. funds NHAI, PWD-NH Road Network Improvement Road Widening Central/State Govt. funds Transport Department, Traffic police, PWD/PWD-NH, LAD, Department of Health Road Safety policy and action Accident recording, Black Road Safety Fund plan Spot identification Roads according to road Road Safety Fund safety standards and safety features on roads Upgradation of emergency Road Safety Fund care system Safer vehicles and strict Road Safety Fund enforcement of road safety rules Implementation of ITS and Road Safety Fund monitoring systems

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5.1 Institutional Framework City transport system generally involves several organizations that look after various forms and aspects of the transport system and network and have overlapping functions and areas of work. Therefore, to delineate areas and to remove ambiguity of functions the institutional framework has been proposed.

With the formation of a State level UMTA, part of the problem has been sorted. However, this would have a macroscopic view of resolving policy issues for all urban centers within the state. There still remains a need to set up a localized organization that results in coordinated strategic level planning at the city level and deal with more day to day issues of urban transport.

5.1.1 Unified Metropolitan Transport Authority – State Level With a view to coordinate all urban transport activities in the city, it is recommended that a Unified Metropolitan Transport Authority (UMTA) for Metropolitan Area, which has been notified, is further operationalized. So the same may contribute in planning and decision making for all matters related to urban transport for the Metropolitan area.

6 CONCLUSION AND NEXT STEPS

Cities in Uttarakhand Metropolitan study area – Dehradun, Haridwar, Rishikesh and Roorkee are experiencing increased dependency on private motor vehicles for personal trips, leading to increased vehicular congestion and emissions. The Comprehensive Mobility Plan has tried to address the mobility needs of the people by optimizing the “mobility pattern of people and goods” and act as an effective platform for integrating land use and transport planning. The CMP has drawn up the transport roadmap for Uttarakhand Metropolitan Study Area for 2048 including transport investment program containing short, medium and long term projects. The plan has focused on the mobility of the people, and encouraging systems that maximize the throughput of people. Based on the identified projects for implementation, block cost estimates have been prepared and projects amenable to PPP have been broadly identified and potential alternative sources of finances. Various agencies as per the existing institutional set up have been identified for implementing these specific projects.

In order to ensure that all city planning, Project implementation agencies are consulted, Stakeholder consultation was held on 28.09.2018 wherein all the projects identified were discussed. This was in continuation to the individual consultation held with various stakeholder during the course of the study, During the final stakeholder consultation, all projects identified for the metropolitan area were discussed. And observations and suggestions received on the draft CMP report were incorporated in the final CMP report.

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Next Steps

As a part of next step for the study, as per MoHUA Guidelines with the approval of the final CMP report, state government has to notify the vision document, following which agencies responsible for implementation of the projects and monitoring the progress of implementation of urban transport projects would identify based on CMP Study. Further, CMP to become the basis for approving projects, plans and various regulatory measures within the city related to transport and it is therefore important to monitor and measure the impact of interventions.

Further, it is proposed that as part of next steps post approval of the CMP by Government of Uttarakhand, various agencies identified for implementation of the projects under aegis of the proposed UMTA or a senior level Monitoring Committee should get Feasibility Reports/ DPRs prepared for individual projects, which inter-alia should cover the following aspects. (a) Technical and physical feasibility (b) Technical system specifications (c) Detailed engineering specifications (d) Detailed capital cost and O&M estimates (e) Potential revenues sources (f) Financial and economic viability (g) Project structuring and means of finance (h) Phasing and implementation plan

Thereafter, they should submit the DPR to State Government, Central Government and to various other government agencies for funding; ADB, World Bank, JICA/ AFD/ KFW etc. to avail the funds or schemes for implementation.

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CHAPTER 1

INTRODUCTION

Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh

1 INTRODUCTION

1.1 Study Background

The country is witnessing rapid urban development due to the boost in the infrastructure development sector due to various ongoing urban development schemes, promoting growth and development all over the country. Some cities are in process of strategizing their infrastructure development with a long-term vision of promoting overall sustainable growth. While handling the current transport issues of the city exists within the municipal limits, the States are focusing on the overall region development in the area, by expanding the municipal limits of each city and by identifying them as a unified metropolitan region for promoting a balanced and overall development of the region.

In order to promote sustainable transport connectivity and to boost overall economic development in the region, Uttarakhand is in the process of planning a Mass Rapid Transit connectivity within the key important cities of the State which are not just witnessing rapid growth but are also the key economic centers for the state. Following which a need has been felt to have a long-term comprehensive urban transport strategy, which focuses on the mobility of the people as basis for developing cost-effective and equitable urban transport measures with an appropriate and consistent methodology, which should also be in line with the National Urban Transport Policy (NUTP).

Further, the Ministry of Housing and Urban Development (MoHUA) encourages cities to prepare ―Comprehensive Mobility Plan (CMP). This is as a part of the long-term urban transport strategy, with an objective of providing sustainable improvement in people‘s mobility which also promotes public transport system and with focus on the integrated transport and land use planning of the city. The city needs to prepare a Comprehensive Mobility Plan for the recently notified Metropolitan region, which shall also be a first step as per the recently notified Metro Policy issued by MoHUA, wherein as per the Metro Policy Appraisal Guidelines, any city looking for an implementation of a mass rapid transit system, needs to prepare the Comprehensive Mobility Plan followed by an Alternative Analysis Report, with an objective to identify the need of transport system in the city/region and suggest best suitable corridor for having a public transit mode supported by the technological requirement for system implementation supported by an estimated ridership.

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As Uttarakhand Metro Rail Urban Infrastructure & Building Construction Corporation (UKMRC) is in the stage of planning a mass transit system connecting the complete Uttarakhand Metropolitan Area with focus on Dehradun, Rishikesh Haridwar and Roorkee city, a study has been awarded for the preparation of Comprehensive Mobility Plan (CMP) to Urban Mass Transit Company Limited (UMTC). This Study will aim at developing a sustainable urban transport plan for over a 30-year horizon period for the region by assessing the existing and proposed development need of the cities falling within the Uttarakhand Metropolitan area.

1.2 Need for Comprehensive Mobility Plan

To understand the need for a Comprehensive Mobility Plan, let us first look at the way transport problems emerge in a city, what dimensions they take, the response generated from city authorities and the citizens and the problems generated from there. Any unplanned city suffers primarily from a lack of a proper integration of land use and transport system. Increasing urbanization leads to haphazard increase in travel demand.

Till the time, the city authorities realize and wake up to the fact, the urban citizen goes for the obvious option of personal mobility, in the form of a private automobile. This is again driven by the increasing prosperity brought on by increasing urbanization. Overall, the private vehicular ownership pattern of the city rises and its usage takes its toll on the urban transport system. Increasing usage of the automobile will eventually result in congestion, which creates varying dimensions of problems for different stakeholders of the system. The consumer suffers from increased travel time. The urban environment suffers from pollution. The city authorities suffer from an inefficient usage of the transport system supply and face with the only prospect of increased investment on transport systems (which in most cases goes on increasing and widening the existing road network to alleviate congestion). Absence of suitable infrastructure and system for freight drives up the production cost of manufacturers. The region suffers from obstacles to regional traffic that has to invariably negotiate with the local urban traffic and congestion. To counter the above problem of congestion and its various dimensions, the city authorities resort to an increased supply of transport systems (in the form of roads or public transport corridors) on an as-and-when-needed basis. This leads to an increase in public investment on urban transport sector as well as an increased footprint of transport systems on the city. Increased footprint of transport systems, however, only leads to increased usage of the automobile, thus adding to overall congestion. On the other hand, the supply-demand gap leads to proliferation of informal systems of transport – Intermediate Public Transport such as auto and cycle rickshaws, which further add to the traffic and congestion on roads. The production

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh units opt for informal logistics systems. To accommodate regional traffic, bypasses at the city edge are provided, which in the absence of suitable land use control lead to development of undesirable nature along them.

Hence, a Comprehensive Mobility Plan (CMP) is needed to address the mobility needs of the people focusing on non-motorized and public transport, rather than catering to the needs of private automobiles. The CMP optimizes the “mobility pattern of people and goods” and act as an effective platform for integrating land use and transport planning.

1.3 Objectives and Scope of the Study

The ultimate objective of the CMP Study is to provide a long-term strategy for the desirable mobility pattern of the Uttarakhand Metropolitan Area covering Dehradun, Rishikesh and Haridwar populace. To achieve this, the following are the main objectives:

 To develop a perspective plan for sustainable urban transport over planning horizon  To develop strategies that integrate land use and mobility options, that are cost effective, equitable and also environmental friendly to be implemented within a span of 30 years or more  Suggest immediate / short / medium /long-term projects to meet the mobility needs of the city – both present and future  To ensure that the most appropriate, sustainable and cost effective implementation program is undertaken in the urban mass transit sector

The CMP, which is prepared in accordance with the Comprehensive Mobility Plan Guidelines (Revised CMP Toolkit) and Appraisal Guidelines for Metro Rail Project Proposals, published by the MoHUA, will also focus on the following objectives:

 A study of Service Level Benchmarks as per MoHUA’s, (earlier MoUD) Handbook on Service Level Benchmarks for Urban Transport

The broad scope of the Comprehensive Mobility Plan study is listed below:

 To review the demographical profile of the study area which includes location, land area etc  To delineate the traffic analysis zones and review the existing urban transport and environment to describe the existing traffic and transportation system in the study area

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 To identify in detail, the problematic situations related to the existing transportation infrastructure and traffic operation  To present the various traffic analyses results based on the surveys conducted  To review the existing travel behaviour of individuals and review the energy and environment of the study area  To understand the level of service provided to the citizens with the help of service level benchmarking  To develop a Business as Usual (BAU) scenario based on land use transitions and socio- economic projection and comparing the travel characteristics of BAU scenario with the base year as well as SLB  To outline the immediate and short-term traffic improvements needed for study area  To provide details on the development and validation of the travel demand model for the study area  To present the projected travel demand in the study area for different horizon years  To develop and evaluate various transport strategies  To recommend various medium-term and long-term traffic improvement measures based on the scenarios and to develop an Urban Mobility Plan  To recommend Demand Management Measures  To look in to Environmental Measures  To develop Transport Investment Options and Implementation Plan  To suggest an Institutional Arrangement

The Methodology Adopted for the study is represented in Figure 1-1

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Individual Stakeholder Data Compilation and Analysis  Establishment of base year characteristics consultation  Coded Road/Bus/Rail/MRTS  O-D Matrices  Traffic Characteristics  Travel Characteristics

Figure 1-1: Methodology adopted for CMP study

The focus of the CMP for Uttarakhand Metropolitan Area will be on the following:

Focus on the mobility of people rather than that of vehicles: Conventional urban transport plans focus on addressing issues relating to vehicles and often recommend extensive infrastructure development such as road networks and flyovers. The improvement of vehicle flows in this approach, however, is often achieved through decreased mobility of pedestrians, NMV and public transport users. Consequently, mobility of people as a whole has not been appropriately addressed.

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh

On the other hand, we focus on mobility of people to address urban transport problems, to promote better use of existing infrastructure, improvement of public transport, pedestrian and NMV facilities. We also emphasize integration of land use and transport development.

Focus on improvement and promotion of public transport, NMVs and pedestrians as important city transport modes: Promotion of the use of public transport, NMVs and pedestrians is vital for improving the mobility of people in urban areas. Public transport and NMVs are widely recognized internationally as environmentally friendly transport means and should be promoted to reduce the rate of increase in the number of vehicles.

Focus on integrating land use and transport planning: Since land use patterns directly influence travel patterns, it is essential to examine desirable land use patterns in the study area from the viewpoint of urban transport development. For instance, commercial and residential area development should be integrated with mass transit development, in pursuit of transit-oriented development, reducing dependence on private vehicles. Hence, our approach will be towards the integration of land use planning and urban transport planning.

Recommend an urban transport strategy that is in line with the National Urban Transport Policy (NUTP): Since the NUTP is the upper-level strategy on urban transport development; we will pursue the concept of the NUTP, contribute to introducing NUTP strategy into the study area and propose measures to realize the NUTP concept.

1.4 Study Area Definition

The aim of this study is to provide traffic and transportation improvements for all modes of transport by integrated land use transport planning approach as part of sustainable development. The CMP study generally is conducted for Local Planning Area (LPA) to provide mobility solutions comprehensively. However, in order to promote balanced development in the key important cities of Uttarakhand, a region was identified for preparing CMP Study and was notified as metropolitan area as per the notification No: 395/IV (3)/2017-04/2016, dated 27 April 2017, covering following areas:

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Table 1-1 : Area covered under Metropolitan Area

S.No Metropolitan Area

Area covering District Haridwar including areas covering Municipal Corporation of Shivalik Nagar, 1 Haridwar Municipal Corporation, Roorkee Municipal Corporation Entire Area covering District of Dehradun including Municipal corporation of Dehradun, Doiwala, 2 Rishikesh and rest of the area falling under District of Dehradun

3 Area under District Tehri Garhwal covering Narendra Nagar covering Muni-Ki-Reti, Dalwala area

Figure 1-2: Study Area - Uttarakhand Metropolitan Area

Further, in order to promote sustainable transport development in the recently identified Uttarakhand metropolitan area, Uttarakhand Metro Rail Urban Infrastructure & Building Construction Corporation(UKMRC) has awarded the mandate to Urban Mass Transit Company Limited (UMTC) for carrying out the Comprehensive Mobility Plan study covering the major cities/urban centers falling under the metropolitan study area including Dehradun, Haridwar, Rishikesh, Roorkee, Mussoorie, and Muni Ki Reti. The total study area covers 2108.21 sq. km, with a population of 21,25,774 lakhs (as per 2011 census).

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1.5 Structure of the Report

The Comprehensive Mobility Plan Report covers the following Chapters:

Chapter 1: Introduction

It describes the background of the study, its detailed scope of study and objectives to be achieved as per the guidelines laid by the Ministry of Housing and Urban Affairs. The chapter also covers the definition of study area and the region considered for the study, as per the mandate provided.

Chapter 2: Uttarakhand Metropolitan Area Profile

This chapter describes the demographic profile of the, its location & linkages with other parts of the country, the economy and its pattern, land use pattern of the metropolitan study area and the cities falling within and their profile. The existing traffic and transportation system of metropolitan study area has also detailed out along with the issues and challenges. Service level benchmarking assessing the existing performance of the cities- Dehradun, Hardiwar, Rishikesh and Roorkee has also explained.

Chapter 3: Travel Demand Modelling and Forecast

This chapter includes the projections for horizon years and describes proposed land use of the cities. It explains the future scenarios considered and the corresponding travel demand generated.

Chapter 4: Mobility Vision and Goals

Under this chapter, we discuss about the overall vision and goals set for the Uttarakhand metropolitan area along with the National Mission on Sustainable Habitat

Chapter 5: Sustainable Transport Strategy

This chapter outlines the proposed strategies for urban transport within the study area, covering aspects related to land use, traffic engineering, public transport, NMT, Freight etc.

Chapter 6: Urban Mobility Plan

This chapter describes the proposals under various plans for the Uttarakhand Metropolitan area and outlines the impacts of the proposals.

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Chapter 7: Implementation Plan

This chapter describes the phasing of projects and probable financial model for projects, funding options and institutional framework with probable implementing agencies for different projects.

Chapter 8: Outcomes

This chapter concludes the CMP study mentioning the overall improvement that the proposed projects are likely to bring.

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CHAPTER 2

UTTARAKHAND METROPOLITAN AREA PROFILE Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh

2 UTTARAKHAND METROPOLITAN AREA PROFILE

2.1 Introduction – Regional Setting

Uttarakhand Metropolitan Area is a part of the state Uttarakhand, which is a state carved out of the northern Uttar Pradesh, and is located at the foothills of the Himalayan mountain ranges. It is largely a hilly state, having international boundaries with China (Tibet) in the north and Nepal in the east. On its north-west lies Himachal Pradesh, while on the south is Uttar Pradesh. It is rich in natural resources especially water and forests with many glaciers, rivers, dense forests and snow-clad mountain peaks.

The state is divided into two divisions, Garhwal and Kumaun region, with 13 districts. It has an area of 53,483 square kilometers, of which 86% is Figure 2-1: State of Uttarakhand mountains and 65% is covered by forests. As per 2011 census, Uttarakhand State has a population of 10,086,292 comprising 5,137,773 males and 4,948,519 females, with 69.77% of the population living in rural areas. The state is the 20th most populous state of the country. The population density of the state is 189 people per square kilometer having a 2001–2011 decadal growth rate of 18.81%. (Source: Survey of India 2011).

The major cities in Uttarakhand includes Dehradun, the interim capital city of the state, Rishikesh considered as the Yoga Capital of the World, Haridwar regarded as one of the seven Figure 2-2: Uttarakhand State holiest places to Hindus, Roorkee, home to Asia’s first engineering college and Mussoorie, known as

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh the Queen of the Hills. These cities are located at the south west corner of the state. Each of these cities with its unique characteristics has become attraction centers of the state.

2.2 Study Area

As mentioned earlier, based on the mandate awarded by Uttarakhand Metro Rail Urban Infrastructure & Building Construction Corporation, the study would be carried out for the Uttarakhand metropolitan area, which as per the notification No: 395/IV (3)/2017-04/2016, dated 27 April 2017, covers following areas:

Table 2-1: Area covered under Metropolitan Area

S.No Metropolitan Area

District Haridwar

Haridwar District is one of the 13 districts of the State of Uttarakhand. It has an area of 2,360 sq km which holds the population of 1,89,0422 according to Census 2011. It is ringed by the districts Dehradun in the north and east, Pauri Garhwal in east and rest with Uttar Pradesh state. The study area defined for Figure 2-3: Parts of Study Area in Haridwar District the CMP study covers parts of Haridwar District namely, Haridwar Tehsil which includes Haridwar Municipal Corporation, Shivalik Nagar, BHEL at Ranipur, Rawali Mahdood, Bahadarabad, Jajeetpur and surrounding 121 villages and from Roorkee tehsil, the study area covers the Roorkee Nagar palika area.

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As mentioned earlier, in addition to the various administrative boundaries of cities falling under this area, there also exists Haridwar Master Plan Area under Haridwar Development Authority, which is spread over an area of 201.19 sqkm, including Haridwar Municipal Corporation, BHEL Ranipur, Rawali Mahdood.

District Dehradun

Dehradun is the interim capital city of Uttarakhand, it is located in the Tehsil area of Dehradun within Dehradun District. Dehradun District covers an area of 3088 sqkm with a population of 16,98,569. The study area includes the whole of Dehradun tehsil and Rishikesh Tehsil covering the area such as Dehradun Municipal Corporation, Mussoorie Nagar Palika Parishad, Clement Town, Dehradun cantonment, Landour cantonment, Raipur, Doiwala, Thano, Rishikesh Nagar Palika Parishad, Hrishikesh, Muni ki Reti etc.

Major part of Dehradun Planning Area under Mussoorie- Dehradun Development Authority (MDDA) spread across 362.44 sqkm also falls within this region, which includes the municipal area, cantonment boards like Clement Town cantonment, Dehradun Cantonment, and outgrowths. Regions which lie in Vikas nagar tehsil of Master Plan area are not included in the study area. Figure 2-4: Parts of Study Area in Dehradun District Major portion of Rishikesh Master Plan area except the northern part of Swarg Ashram lies under the study area.

The Dehradun Municipal Corporation area spread over 71.62 sqkm with a population 5,74,840, is divided into 60 wards for efficiency in administration. Similar, the Rishikesh Nagar Palika has an area of 10 sqkm holding a population of 70,499 according to 2011 census, is divided into 20 wards.

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Mussoorie Nagar Palika area is spread over 64.75 sqkm and is divided into 11 wards with a total population of 30,118.

District Tehri Garhwal

Tehri Garhwal is one of the largest districts in Uttarakhand having area of 4080 sq km with a total population of 6,04,747. Only a minor portion of this district namely Muni-ki-Reti Nagar Pallika and Dhalwala which lies in the Narendra Nagar tehsil is taken in the study area. Muni ki Reti has an area of 1.81 sq km divided into 7 wards with a total population of 10,620.

Figure 2-5: Parts of Study area in Tehri Garhwal District

Thus, the Study Area for CMP study includes cities of Dehradun, Mussoorie, Rishikesh, Haridwar, Roorkee, and 394 surrounding towns and villages spread over an area of 2108.208 sqkm. The total population of the study area is 21,25,774 as per 2011 census.

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Figure 2-6: Uttarakhand Metropolitan Study Area

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Figure 2-6 shows the Uttarakhand metropolitan area considered for CMP Study. For analysis, the study area is sub divided into 248 traffic analysis zones (TAZ) in which 235 are internal TAZ and 13 are external TAZs.

Figure 2-7: Traffic Analysis Zones

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2.3 Location and Linkages

The cities in Uttarakhand metropolitan study area are located on the south-west corner of the state located partially on the flat terrain covered by the Shivalik Hills of Himalayas and by river Ganga. Figure 2-8 shows the regional setting of the state.

Figure 2-8: Uttarakhand State Regional Setting

The region is well connected by road and rail based network, with daily bus services (both private and Govt. owned bus) and trains. The air connectivity is provided by Jolly grant airport located in Dehradun.

The nearest major city to the south of the study area is National capital Delhi which comes within the proximity of 250 Kms. Other major cities to the west of the study area are Shimla, Ludhiana, Patiala which are approximately 200km, 230 km and 200 km away from the area respectively. List of the distance of the major cities and cities/town of the state and their distance and regional setting are given in Table 2-2.

Table 2-2: Regional Setting

Major Cities/Tourist Destinations Distance (in KM) Locate Connected by (Mode) Delhi 230-270 South Air, Rail, Road Ludhiana 270-320 West Rail, Road Shimla 270-320 North-West Road Chandigarh 190-240 West Rail, Road Haldwani 200-250 East Road Rudrapur 200-250 East Road

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Major Cities/Tourist Destinations Distance (in KM) Locate Connected by (Mode) Kashipur 150-180 East Road Mussoorie 40-100 North Road Nainital 230-260 East Road Jim Corbett 130-170 South-East Road Auli 150-200 North Road Kedarnath 200-250 North-East Road

2.3.1 Rail Connectivity

For the whole state of Uttarakhand, south western part (comprising Dehradun, Haridwar, Rishikesh and Roorkee) and south eastern part (Nanital, Rudrapur region) are the only areas that are connected by the railways.

As far as study area is concerned, the major stations are Dehradun, Rishikesh, Haridwar Junction and Roorkee Station. Dehradun railway station is a railhead of the Northern Railways. Some of the major routes by rail are via Delhi for south bound traffic, via Lucknow for East bound traffic and via Saharanpur for west bound traffic. Haridwar station is a junction which is situated on the Delhi– Dehradun and Howrah–Dehradun railway lines. The Table 2-3 shows the frequency of trains to the major cities.

Table 2-3: Frequency of trains to major cities

Study Area City Destination No. of Trains Daily Trains

Haridwar Delhi 10 9 Haridwar Ludhiana 3 2 Haridwar Howrah 2 1 Dehradun Delhi 6 5 Dehradun Ludhiana 1 1 Dehradun Howrah 2 1 Roorkee Delhi 9 8 Roorkee Ludhiana 9 7 Roorkee Howrah 3 3 Rishikesh Delhi 10 8 Rishikesh Ludhiana 3 3 Rishikesh Howrah 2 1

Source: Indian Railways, 2017

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Figure 2-9: Northern Railway Connectivity

Source: Map of India

2.3.2 Road Connectivity

Uttarakhand has 28,508 km of roads, of which 1,328 km are national highways and 1,543 km are state highways. As over 86% of Uttarakhand’s terrain consists of hills, the building of roads in the state has always been a challenge.

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Figure 2-10: Road Connectivity of the Region

Some of the important national highways that connect/passes through the study area are as listed out in Table 2-4. Table 2-4: National Highway passing through the Metropolitan Study Area

S.No National Highways Route 1 NH 58 Ghaziabad- Meerut- Haridwar- Rishikesh- Badrinath- Mana Village

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S.No National Highways Route 2 NH 72 Ambala- Nahan- Dehradun-Rishikesh 3 NH 72 A Chhutmalpur-Biharigarh-Dehradun 4 NH 73 Roorkee-Saharanpur- Yamuna Nagar- Panchkula 5 NH 74 Haridwar-Nazibabad-Kashipur-Kiccha-Bareli 6 NH 94 Rishikesh- Ampata- Tehri Dharasu- Kuthnaur

Source: National Highways Authority of India, 2017

2.3.3 Air Connectivity

The air connectivity in metropolitan area is provided by Jolly Grant Airport located in Dehradun, 20 km from Rishikesh and 30 km from Haridwar. It is approximately a 20 minutes drive to Rishikesh and 60 minutes to Haridwar and Dehradun. It is also known as the Air Gateway of Garhwal and plays an important role in the Tourism of Uttarakhand, providing much needed connectivity and easy access to the region. The Annual traffic is 1,124,937 (April 2017-March 18). Approximately 25 Flights fly daily Figure 2-11: Air Connectivity of the Study Area from Dehradun Airport. The Terminal has peak hour passenger handling capacity of 150 passengers.

Figure 2-12: Jolly Grant Airport at Dehradun

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh

The locations of cities within the Uttarakhand metropolitan study area:

1. Dehradun

Dehradun, the interim capital city of Uttarakhand is located in the Garhwal region; it lays 236 km north of India's capital New Delhi and 168 km from Chandigarh. It mainly lies in Doon Valley and is at a varying height from 410 m in Clement Town to above 700 m at Malsi which is 15 km from the city.

Mussoorie is about 35 km from Dehradun and 290 km from New Delhi. To the northeast are the Himalayan snow ranges, and to the south, the Doon Valley and Shivalik ranges. The hill station is in the foothills of the Garhwal Himalayan range.

2. Rishikesh

Rishikesh, the Yoga capital of India, is approx. 43 km southeast of state capital Dehradun and 25 km north of the city of Haridwar. Rishikesh is the starting point for travelling to the four chota char dham pilgrimage places — Badrinath, Kedarnath, Gangotri, and Yamunotri. Muni Ki Reti lies close to Rishikesh and is known for its Ashrams.

3. Haridwar

Haridwar, is situated along Delhi-Niti Pass (DN Road) which starts from Delhi and passes through Meerut, Muzzafarnagar, Roorkee, Haridwar. The town of Haridwar grew between the Shivalik Mountain Range in the North & Northeast and Ganga River in the South.

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh

4. Roorkee

It is located 183 km north of Delhi and along Delhi-Haridwar-Rishikesh highway NH 58 and is also linked with Panchkula on one side and Chhutmalpur on the other by NH 73 that passes through the town.

2.4 Demographics

Cities making up the Uttarakhand metropolitan area have the uniqueness of being administrative, tourist, pilgrim, religious and educational centers. Thus, the importance of the study area compared to the other parts of the state is unmatched. The total population of the Metropolitan Study Area is 21 lakhs spread over an area of

2108.208 sq km. The residing population Figure 2-13: Growth of Dehradun is majorly located in the urban areas namely, Dehradun,, Rishikesh, Haridwar, Roorkee. The regional annual growth rate is 2.16%.

 Dehradun became the administrative capital of the state in 2003 after a new state was formed by carving out from northern part of Uttar Pradesh. It has been a premier educational and institutional center for a long time. The destination is favored by the institutions for its serene environment. The sudden change in its status to a capital city has boosted the growth of the city. In addition, the city is experiencing rapid industrial and IT development. The population of Dehradun Municipal Corporation increased from 426,674 in 2001 to 569,578 in 2011 at a compounded annual growth rate of 2.93%. There has been an increase in area also from 52 sq km in 2001 to 68.18 sq km in 2011. The average HH size is 4.6 as per 2011 census. Out of the total population, 52 % is male and 48 % is female, sex ratio being 907. Literacy rate of the total population is 79% which is similar to the state average of 78.82%.  Rishikesh being the Yoga Capital of India and a pilgrimage town, attracts pilgrims from all over the country. The tourists visiting Rishikesh generally stay for longer duration reaping the benefits of the serene environment the place offers. The city is growing due to its

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religious importance and also the expanding service and manufacturing sectors. One of the key influential of growth in Rishikesh is the establishment of Indian Drugs and Pharmaceuticals Ltd. The Residential Population of Rishikesh according to the census 2011 is 70,499. With the formation of Municipal

Corporation, the area was Figure 2-14: Growth of Rishikesh reduced to 10 sq km from 17.75 sq km. The average Household size is 4.7. About 54% of the Population is male and 45% is female. The Literacy rate is 76%. Muni Ki Reti, part of Tehri Garhwal District, lies close to Rishikesh and is known for its Ashrams. The Literal meaning of the name of the place is “Sand of Sages” and is considered Gateway for the Char Dham Yatra. According to the census 2011, the total population of Muni ki Reti is 10,620 accommodated in the area of 1.81 sqkm. Last decade witnessed the growth of 3% from 7,880 in 2001 to 10,620 in 2011.The sex ratio is 680 while the literacy rate is 76%.

 Haridwar is one of the second most populous cities of Uttarakhand after the capital city of Dehradun and is also regarded as the entry gate of Bhadrinath, Kedarnath, Yamunotri and Gangotri. Along with its religious importance, the growth of the city can be attributed to the establishment of Bharat Heavy Electronics Limited (BHEL), and constitution of a separate tehsil. The population of Haridwar, as per the census 2011 is 228,832 with an average HH size of 4.8. The population has grown from 175,340 in 2001 to 228,832 in 2011 registering a growth of 3.5%. The sex ratio is 876 and literacy rate is 74%.

 Roorkee is home to Asia’s first engineering college and having one of the country’s oldest military establishments. It was made the headquarters of Roorkee Tehsil in 1901. Strong military base and educational hub have led to the growth of the city. As per census 2011, the population of Roorkee is 118,200 spread over 8.11 sq km with an average household size of 5.2. Population grew from 97,516 in2001 to 118,200 in 2011 registering a growth rate of 1.9%. The sex ratio is 863 and literacy rate is 80%.

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Figure 2-15: Growth of Haridwar and Roorkee

Table 2-5 gives the summary of the demography of the cities.

Table 2-5: Demography at a glance

Area (sq km) Population Sex Literacy Cities /Study Area Ratio Rate (%) 2001 2011 2001 2011 2011 2011 Dehradun 102.77 125.22 5,30,263 7,06,124 907 79% Rishikesh 21.35 26.65 78,805 102,469 852 76% Haridwar 45.17 60.68 2,20,767 3,10,796 876 74% Roorkee 25.35 33.86 1,55,298 2,38,422 863 80% Uttarakhand Metropolitan Area 2108.208 21,25,774

Source: Census of India & UMTC Analysis

Existing Population density of the study area is shown in Figure 2-16

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Figure 2-16: Population Density Distribution in the Study Area

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2.5 Economy

The Uttarakhand state is the second fastest growing state in India. With its gross state domestic product (at constant prices) is more than doubled from Rs. 24,786 crores in FY-2005 to Rs. 60,898 crores in FY-2012. The cities contributing to the economic growth of the states includes:

Dehradun

 It is the interim capital city of the State of Uttarakhand. City is hub for various famous training institutions of national importance such as the Indian Military Academy, Indira Gandhi National Forest Academy (IGNFA), etc., which have also played an important role in bringing active economical, commercial and technological boom that has completely changed the city’s old image of being a quiet and residential town.  Dehradun has enjoyed strong economic growth in recent years, which is lately propelled by a commercial and information technology resulting in the industrial establishments such as software technology parks of India (STPI) and SEZs (Special economic zones).  The district has 16 industrial areas with 13 Large Scale Enterprises and 52 Medium Scale Enterprises. Major exportable items in Dehradun include Herbs, Spices, Herbal Cosmetics, Freeze Dried Foods, etc.  Though the city has seen a boom in the economic activity, Dehradun district is majorly dependent on agriculture as their primary occupation. The district enjoys many agricultural advantages like fertile alluvial soil, sufficient drainage, moderate climate and abundant rainfall.

Rishikesh

 This city is known to have a tourist economy.  Blessed with its topography and river Ganga, Rishikesh is now a major tourist attraction for Religious & adventure activities.  Rishikesh is the gateway to the Char Dham yatra which goes from Yamunotri, Badrinath, Gangotri and Kedarnath.

Haridwar

 This city is famous for religious tourism and majority of resident population is dependent on the same for economic activity.

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 In the recent times, Haridwar has also developed itself as one of the major industrial town with the support of State Industrial Development Corporation of Uttarakhand Limited (SIDCUL) incorporated in 2002 by the state government agency of Uttarakhand.  A total of 550 companies are present in Haridwar which are mostly involved in logistics, electrical goods and automobile company.  There are many agricultural and industrial sectors.  The city is also home to the Bharat Heavy Electrical Limited (BHEL).  Agriculture is still one of the important economic activities in the rural area of Haridwar.

Roorkee

 This City’s economy is dependent on Tertiary & Primary sector.  Being an education hub, the city doesn’t have much large scale industries but are now gradually witnessing industrial developments within the area, which contribute considerably to the economy of the city.

Table 2-6 Economy of Cities at a glance

Dehradun Rishikesh Haridwar Roorkee Sectors Working % Working % Working % Working % Population Share Population Share Population Share Population Share Agriculture labour+ 3919 2% 198 1% 1164 2% 906 3% Cultivators

HH industry 8685 4% 741 3% 2378 3% 2096 6%

Others 179914 93% 22074 96% 71721 95% 32734 92%

Total Working Population 192518 23013 75263 35736

Work Force Participation Ratio 0.34 0.33 0.33 0.30

National WFPR 0.39

Source: Census 2011

The national average WFPR is 0.39. It is observed that the WFPR of the study area is lower than the national average.

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Figure 2-17: Major Economic centers in Metropolitan Study Area 2.6 Tourism

Uttarakhand is one of the most beautiful northern states of India. It has charming hill stations juxtaposed against snowcapped peaks, quaint villages along the winding mountain roads, serpentine rivers carving their way through hills. In addition to the numerous parks, conserved ecosystems, it also offers adrenaline pumping adventures, picturesque slopes, and enchanting destinations. It also considered as one of the holiest places according to Hindus. It is in short a dream destination for all.

The cities in the Metropolitan study area cover all the features the state has to offer. Mussoorie is one of the most favorite hill stations, Dehradun has serene calming environment, Rishikesh along with Haridwar are considered to be holiest places and gateway to Char Dham yatra. Rishikesh also offers the opportunity of adventures.

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Figure 2-18: Tourist Flow to the cities in Metropolitan area compared to rest of the state

Source: Tourism Dept., Uttarakhand

Figure 2-18 shows the tourist flow to cities in the Metropolitan Study Area. It can be seen that approximately 70% of the tourist are attracted to the cities of Dehradun, Mussoorie, Rishikesh and Haridwar.

Table 2-7: Yearly tourist flow to the cities in study area (in lakhs)

Years Dehradun Rishikesh Mussoorie Haridwar Total 2000 4.5 2.3 8.5 53.2 68.7 2001 4.5 2.3 8.9 55.0 70.8 2002 7.1 2.7 9.9 55.2 74.9 2003 9.2 2.2 10.2 55.3 77.1 2004 10.2 3.2 10.2 62.9 86.7 2005 10.2 3.7 10.4 75.4 99.8 2006 10.3 3.3 10.5 98.1 122.3 2007 13.8 5.6 10.8 112.1 142.5 2008 14.4 5.5 10.9 113.7 144.6 2009 11.4 5.8 11.0 120.6 148.9 2010 14.2 10.9 11.0 188.6 224.9 2011 15.1 11.8 11.2 134.8 173.0 2012 17.0 8.0 12.0 152.5 189.8 2013 17.3 3.7 10.7 127.8 159.7 2014 17.8 3.3 13.9 154.7 189.92 2015 17.6 4.3 27.6 193.5 243.2

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Years Dehradun Rishikesh Mussoorie Haridwar Total 2016 18.0 5.9 27.9 205.0 257.0 2017 21.4 6.7 27.9 210.0 266.2

Source: Tourism Dept., Uttarakhand

Table 2-8: Domestic and International Tourist to the 4 tourist’s cities in Study Area (in lakhs)

Year Domestic International Total 2010 224 0.61 225 2011 172 0.57 173 2012 189 0.59 190 2013 159 0.50 160 2014 189 0.48 189 2015 242 0.45 242 2016 256 0.52 257 2017 256 0.52 257

Source: Tourism Dept., Uttarakhand

2.7 Transportation Systems

The major road connecting the cities within the study area are National Highways NH72, NH72A, NH 72B, NH58. The bus services are provided by Uttarakhand State Road Transport Corporation, which are inter-city services. 2.7.1 Road Network

The National Highways and State Highways make the major radials of the cities in Metropolitan study area.

Dehradun: The road network length is 463 km, of which 363 km are maintained by Municipal Corporation and 130 km are maintained under Public Works Department. Apart from the NH and SH, other major roads are Rajpur road, Haridwar Bypass Road, Gandhi Road, Eastern Canal Road.

Rishikesh: The major roads are Haridwar Road which connects the city length wise and Dehradun road that connects to city perpendicular to Haridwar road.

Haridwar: The total road network length is 246 km, of which 214.1 km are under Municipal Corporation and 31.9 km are maintained by PWD.

Roorkee: The major roads are Haridwar Road and Dehradun Road which connect the city length wise

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2.7.2 Public Transportation System Public transport is non-existent in the study area except for Dehradun where minibus services are available. RTO has issued permits for certain routes on which private operators run the buses for providing bus connectivity in the region. Uttarakhand Road Transport Corporation run buses provide the interconnectivity among these cities. Routes providing intra city services in Dehradun are shown in Table 2-9.

Table 2-9: Intra City Bus Service in Dehradun

S. No Route Name 1 Rajpur - Clement Town 2 DL Road - Defence Colony 3 Prem Nagar - Gularghati 4 Parade Ground -Pelio Mankasind - Naya Gaav 5 ISBT - Parade Ground - Sahastrdhara 6 Banjarawala - Kargi - Gularghati 7 Parade Ground - Prem Nagar - Parbal 8 Thana Cantt - Ballupur - ISBT - Rispanapul - Subhash Road Parade Ground 9 Purkalgaon - Mothrovala 10 MDDA - Dalanwala - Dathmandir 11 Dehradun - Doiwala 12 Premnagar - Chowkicholas 13 Kolaghad - Vidhansabha 14 Seemadhar - Nalapani 15 Premnagar - Raipur 16 Dehradun - Raipur - Maldevta

Source: RTO Office, 2018

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Figure 2-19: City Bus Routes operational in Dehradun

The major bus stands in the cities are – ISBT in Dehradun, and Mussoorie Bus stand, ISBT in Rishikesh, Haridwar and Roorkee. The buses operate at an average of 7 minutes with each making 3- 4 trips a day on the designated route.

2.7.3 Intermediate Transport System

The residents of the study area are majorly dependent on IPT system, for their daily transport demand which is met by the services from shared autos running on dedicated routes to hiring individual autos and E- rickshaws. In order to serve this demand, the 7 seater shared Vikram- auto rickshaw, 3 seater auto rickshaws and E-rickshaws are serving in all cities within study area.

Vikram operates as shared services, and thus acts as pseudo public transport in the dearth of organized public transport, being highly economical, for the city residents. These are generally given permits to ply within a range of approximately 15 km from the starting point. Vikram generally operates on dedicated routes. At present 3089 permits are given to Vikram and 5605 permits to auto rickshaws. The popularity of Vikram can be attributed to low fares (Rs. 4 to Rs. 10) and connectivity.

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Table 2-10 and Table 2-11 depict the permit information as given to Vikram and autos area wise. Source: RTO Office

Table 2-10: Permits to Vikram area wise S no Location No. of Permits 1 Dehradun 794 2 Vikasnagar 124 3 Dharmawala 67 4 Badonhwala 38 5 Doiwala 328 6 Doiwala Village area 73 7 Rishikesh 434 8 Haridwar 546 9 Roorkee 577 10 Laksar 108 Source: RTO Office Table 2-11 : Permits of Auto Rickshaws area wise

S no Location No. of Permits 1 Dehradun 2342 2 Rishikesh 672 3 Haridwar 2533 4 Roorkee 58

Source: RTO Office The IPT routes operating in Dehradun are given in Table 2-12

Table 2-12: IPT Routes operated in Dehradun

Vikram Routes S Route No of Vehicles No on Route 1 Eslehal - Rajpur 65 2 Eslehal - Gadhi Cantt 19 3 Kanaat Place - Gadhi Cantt 12 4 Kanaat Place - Kolaaghad 50 5 Kanaat Place - PremNagar 75 6 Parade Ground - Kavadi Road - Prem Nagar 22 7 Parade Ground - KavadiRoad - Seemadhara Vasant Vihar 90 8 Parade Ground - Majra - Subhash Nagar - Clement Town - Mohbewala 254 9 PremNagar - Byepass - Mothrowala - Dharampur 140 10 Parade Ground - Raipur 67 Total 794

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Vikram Routes S Route No of Vehicles No on Route TATA Magic Routes 1 Bhistgaon - Mangol, Panditwadhi - Gajiyawala - Supply - ISBT 32 2 ISBT - Shimla Byepass - Chandrabani - ISBT - Dharampur - Parade Ground 17 3 Soldiers Colony - Parade Ground - Prince Chowk - Saharanpur Chowk - 26 Matawala Bagh - Vidhya Vihar - Kargi - ISBT - Doon Vishwavidyalaya 4 Minyawala - Balawala - Gujrowali Chowk - Nathnpur - Balbir Road - IC Road 23 - Survey Chowk - Parade Ground 5 Bullawala - Habrawala - Baniyawala - Lal Tapad 9 Total 107

Source: RTO Office The IPT routes currently operating in Rishikesh, Haridwar and Mussoorie are given in Table 2-13.

Table 2-13: IPT Routes operated in Rishikesh, Haridwar

City Routes Near Ran Jhula to Triveni Ghat to IDPL Triveni Ghat to Natraj Chowk Rishikesh Natraj Chowk to IDPL Idpl to Nepali Farms Bus Stand – Shantikunj – Bhimgowda – Rishikesh Bus Stand – Shivalik Nagar – Secror 22 – Roshnabad Bus Stand – Hari Ki Pauri Chandi Chowk – Dakshmandir – Kankhal Chandi Chowk – Chandi Devi Mandir Haridwar Chandi Chowk – Rishikesh Hari Ki Pauri – Railway station Hari Ki Pauri – Mansa Devi Hari Ki Pauri – Patanjali Hari Ki Pauri – Kankhal Hari Ki Pauri – Chandi Devi Mandir Bus stand to IIT Roorkee gates Bus stand to old Roorkee area Roorkee Bus stand to Railway Station Bus stand to Ganga canal

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Source: RTO Office

Figure 2-20: IPT Routes operational in Roorkee

2.7.4 Registration of Vehicles

The demand for transport infrastructure increases with the urbanization of cities. People begin to travel for longer distance for various purposes. The need for faster and safe mode increases. Inadequacy in public transport in terms of quantity and quality leads to shift to private vehicles. The following is evident based on the data discussed below:

Dehradun:

The city witnessed a 20% increase in the vehicles registration from 59,866 vehicles in 2016 to 71,793 vehicles in 2017, an addition of 10000 vehicles on road in one year. Figure 2-21 shows the vehicle composition and vehicle registered over years in Dehradun. It can be seen that the private vehicles- two wheelers and four wheelers have the highest share in the vehicle composition of almost 95%.

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Figure 2-21: Vehicle growth over years and vehicle composition – Dehradun

Rishikesh:

Rishikesh witnessed a 16 % increase in the vehicles registration from 12,781 vehicles in 2016 to 14,839 vehicles in 2017, an addition of 2000 vehicles on road. Two wheelers and four wheelers constitute the major share of the total vehicle composition at 93%. Figure 2-22 shows the vehicle registered over years and vehicle composition in Rishikesh.

Figure 2-22: Vehicle growth over years and vehicle composition - Rishikesh

Haridwar:

The vehicle registration witnessed an increase of 18%, 21,856 in 2016 to 25,841 in 2017, an addition of 4000 vehicles on road in one year. The sudden decrease in the vehicle registration in 2015 is due to the spilt of Roorkee RTO. Figure 2-23 shows the vehicle registered over years and vehicle composition in Haridwar. Two wheelers and four wheelers constitute almost 87% of the total vehicle registered.

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Source::parivahan.gov.in

Figure 2-23: Vehicle growth over years and vehicle composition - Haridwar

Roorkee:

The registration of vehicles increased from 20,688 in 2015 to 24,185 in 2016, a growth of 17%. Last year around 1000 vehicles got added up, registering a growth of 7%. Similar to the trend shown by its counterpart cities in the metropolitan study area, the private vehicles like two wheelers and four wheelers constitute almost 93% of the total vehicles.

Figure 2-24 shows the vehicle registered over years and vehicle composition in Roorkee.

Source:parivahan.gov.in

Figure 2-24: Vehicle growth over years and vehicle composition – Roorkee

With a need for faster and safe mode increases and with Inadequate public transport in terms of quantity and quality has led to shift to private vehicles. In cities within the Metropolitan area, the public transport is non-existent except for Dehradun. These cities, if are not provided with a safe, sound public transport will become a car oriented city leading to other plethora of problems associated with it like congestion, parking issue. The trend in vehicular registration for cities does

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh show a higher dependence on private vehicles especially two wheelers, which is preferred for its easy handling and maneuverability.

2.8 Existing Transport and Traffic Characteristics

In any transport planning exercise, data collection is the cornerstone and is the very foundation on which rests the super structure of planning. Historically and even in this study, we treat this with utmost seriousness, as it rightly should be. The data is used to analyze the existing transport and traffic situation in the study area and to develop urban transport demand model for the study area. The activity is undertaken to understand traffic and travel characteristics and highlight city specific problems.

The following surveys were carried out to meet the above objectives:

 Road Network Inventory  Screen-line Traffic Volume Counts  Intersection turning volume count surveys  Speed and Delay surveys  Roadside Motor Vehicle O-D Survey (including Goods Vehicles)  Parking survey  Non-motorized Transport surveys  Household Interview survey  Establishment Survey  Public Transport and Intermediate Public Transport Passengers Survey (Intra-city Passengers Survey)  Commuter Surveys (Intercity Passengers Survey) – Intercity Bus and rail Passenger Survey  Goods Focal Point Survey / Vehicle Operator’s Survey / Commercial Vehicle Survey  Environmental Data (information which is available from secondary sources)  Tourist Survey

The salient features of the traffic and travel characteristics in the city from the primary surveys are shown in the following sub sections:

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2.8.1 Road Network Characteristics

Road inventory survey was carried out on major roads in the Metropolitan Area. The survey captured the details like carriageway, right of way, footpath details, drainage facilities, parking, abutting land use etc. A detailed analysis was carried out and has been presented below:

The road network analysis has been done for cities of Dehradun, Haridwar, Rishikesh and Roorkee individually.

Dehradun: 28% of the roads in Dehradun are between 12-18m. This is followed by 10-12m roads which constitute 26% of the road surveyed.

Rishikesh: 24 % of the roads in Rishikesh are between 7-10 m. This is followed by 10-12 m and less than 7 m roads each of which constitutes 21% of the road surveyed,

Haridwar: 46% of the roads in Haridwar are in between 12-18m. This is followed by 18-24 m roads, which constitute 21% of the road, surveyed,

Figure 2-25: Road Network Characteristics - Dehradun

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Figure 2-26: Road Network Characteristics - Rishikesh

Figure 2-27: Road Network Characteristics - Haridwar

Roorkee: 30 % of the roads in surveyed area in Roorkee have right of way between 12-18m. This is followed by 10-12m, which constitute to 21%.

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Figure 2-28: Road Network Characteristics - Roorkee

2.8.1.1 Pedestrian Facilities

Indian cities have been traditionally a city of walkers and many relied on cycles for commute in earlier times. However, with urbanization and rapid motorization, vehicles have taken up the space on roads leaving little or no infrastructure safe for walkers. Considering the existing size and movement pattern of the city, it has been observed that even with high pedestrian share, the metropolitan area lacks pedestrian friendly infrastructure.

At present, little or no infrastructure facilities in cities of Uttarakhand metropolitan study area have been observed for NMT. Absence of Cycling infrastructure and issue of encroachment on the available footpath facility have been observed. Discussing the findings based on city specific:

Dehradun: The NMT infrastructure in the city of Dehradun needs significant improvement. Only 29% of the surveyed road has footpath on both sides and 9% has on one side. 62% of the surveyed roads lack footpath. Figure 2-29:NMT infrastructure in Dehradun

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Rishikesh: Rishikesh is a relatively small city considering Dehradun, Haridwar and has a high share of pedestrians. However, the city lacks pedestrian friendly infrastructure and needs significant improvement. 99% of the surveyed roads, does not have footpath facility.

Figure 2-30: NMT infrastructure in Rishikesh

Haridwar: The City has a high share of pedestrians; however, it still lacks pedestrian infrastructure. Out of the total roads surveyed, only 9% roads have footpath, of which only 2% of the roads have footpath on both sides and 7% have on one side.

Roorkee: Out of the total roads surveyed in Roorkee city, 68% of the roads lacks footpath facility, while 29% of the footpath Figure 2-31: NMT infrastructure in Haridwar is observed to be unpaved.

Figure 2-32: NMT infrastructure in Roorkee

2.8.1.2 Parking Characteristics

On street parking is observed in all cities, specifically on prominent locations– Chakrata road, Rajpur road etc in Dehradun, near Har ki Pauri area in Haridwar, near Gole Market in Rishikesh and BT Ganj road in Roorkee.

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Figure 2-33: On Street Parking in Dehradun and Haridwar

As per the primary survey carried out, the following has been observed:

 33% of the total road network of Roorkee has on street parking  24% of the total road network of Rishikesh has on street parking  17% of the total road network of Haridwar has on street parking  28% of the total road network of Dehradun has on street parking

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Figure 2-34: On Street Parking in Rishikesh and Roorkee

2.8.1.3 Speed and Delays on roads

Based on the speed and delay survey analysis, the average speed of private vehicles in the urban areas of Uttarakhand metropolitan study area is about 19.93 Km/hr. and in off peak it is 20.63 km/hr.

With reference to each city, the average speed at peak and off peak hours observed on roads are –

Table 2-14 Speed and Delay Characteristics

Location Peak Hour Km/hr Off Peak Hour Km/hr Dehradun 19.73 23.44 Rishikesh 16.59 20.46 Haridwar 20.8 23.15 Roorkee 16.86 18.6

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2.8.2 Traffic Characteristics

The per capita trip rate of the Metropolitan study area is 1.18 with all trips considered and 1.04 motorized trip rate.

Table 2-15: Per Capita Trip Rate of the study area

Per Capita Trip Rate With Walk 1.18 Without Walk 1.04 Source: UMTC Transport Model Distribution of the trips by the modes at regional level is as follows Table 2-16: Mode Share within Metropolitan Area( at Regional Level)

Trips in City Base year Mode Share 2W 36% Car 17% IPT 8% PT 18% Walk & NMT 19% Others 2% Total 100%

The major purpose of travel is work, which accounts for average 76 % share of the trips in all the cities combined. The trip purpose for cities each is given in the figure below

Figure 2-35: Trip Purpose (HH Survey)

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Based on the analysis, the average trip length observed within the Metropolitan Area is 11.2 Kms

2.8.2.1 Accidents & Black spot

Based on the information collected from the traffic police, the number of accidents and blackspots identified are discussed below:

Dehradun

The Accident details within Dehradun district are as follows:

Table 2-17: Accidents in Dehradun

Year No of Accidents No of Deaths No of Injured 2013 296 138 274 2014 314 146 285 2015 343 143 303 2016 295 139 220 2017 342 132 143 uptill 2018 March 75 26 53

Source: Traffic Police

Further, the black spots, which witness maximum accidents and are high risk zones for accidents because of the engineering default of the place are shown in the map below for Dehradun city. These black spots locations are identified by the traffic police department.

Source: Traffic Police Figure 2-36: Black spots in Dehradun city

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Rishikesh: The number of accidents occurred in last two years within Rishikesh city is as given below

Table 2-18: Accidents in Rishikesh

Year Accidents Fatalities Injured

2017 26 15 18

2018 10 7 10

Source: Traffic Police

The Black spots as identified by the traffic police within Rishikesh City are shown in map below:

Source: Traffic Police

Figure 2-37: Black Spots in Rishikesh

Haridwar: The accidents for the past 12 years in Haridwar District is given below

Table 2-19: Accidents in – Haridwar

Sl.no Year Accidents Fatalities Injured 1 2006 300 216 313 2 2007 301 217 354 3 2008 305 261 307 4 2009 197 110 170 5 2010 348 244 353 6 2011 354 197 364

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Sl.no Year Accidents Fatalities Injured 7 2012 348 198 358 8 2013 281 152 243 9 2014 315 184 261 10 2015 337 207 343 11 2016 344 212 227 12 2017 333 194 229 Source: Traffic Police Department

Source: Traffic Police

Figure 2-38: Black Spots in Haridwar

Roorkee: The black spots in Roorkee are shown in Figure 2-39 below. The black spot locations in Roorkee are: Double Phatak Over bridge Mohanpura, Malakpur Chungi and Military Chowk.

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Source: Traffic Police Figure 2-39: Black Spots in Roorkee

2.8.2.2 Impact of Vehicular traffic and pollution status

Rapid Motorization not only strains the available infrastructure; it also contributes to air pollution by releasing a variety of emissions into atmosphere. It also causes noise pollution. The major pollutants associated with motor vehicles are ozone, particulate matter, nitrogen oxides, oxides of carbon, sulphur dioxides and other hazardous air pollutants. Cities like Dehradun, Mussoorie, Haridwar, and Rishikesh which are known for its scenic beauty and serene environment are witnessing rapid motorization, in the absence of a reliable public transport system. However, in order to ensure that these cities’s air quality may not get majorly impacted, each city has to look for having sustainable mode of transport. Efforts need to be made to encourage the citizens to shift to sustainable modes and cleaner technologies. The air pollution data for cities of Dehradun, Rishikesh and Haridwar indicates very high levels of particulate matter.

Dehradun: The pollution levels at three commercial locations, i.e., at ISBT, Rajpur Road and Clock Tower within Dehradun city, shows a high level of particulate matter in the city air.

Rishikesh: The pollution level in Rishikesh at Nagar Palika Parishad area, with a commercial landuse witnesses high share of PM 10, content in air.

Haridwar: The pollution level at SIDCUL industrial area, has a high share of pollution content.

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Figure 2-40: Pollution Levels in Dehradun, Rishikesh and Haridwar

2.8.3 Observed Key Transport Deficiencies within Metropolitan Area

2.8.3.1 Mode of Transport

 Absence of organized public transport facilities has led to the increase in share of privately owned vehicles in the Study Area;

 Mixed traffic along all roads within urban areas reduces vehicular speed and creates congestion within the cities under Metropolitan Area.

 Inadequate capacity of roads in the city, with limited right of way, especially within the CBD area of each metropolitan area city

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Figure 2-41: Inadequate PT service

2.8.3.2 Road Network  Absence of complete road network with clear road hierarchy, improper utilization of the city road network and lack of enforcement measures has further deteriorated the situation  Encroachment on streets by shop owners and vendors further reduce the width of carriageway.  Hindrance to pedestrian movement because of absence of footpaths.

Dehradun Roorkee Figure 2-42: Poor Road condition

 Ineffective traffic control and management measures  Absence of adequate parking lots leading to haphazard on-street parking causing traffic congestion.  Lack of public transport system in the city has resulted in improper operation of Intermediate Public Transport vehicles causing traffic congestion.  Heterogeneity of traffic- the slow moving modes like bullock carts and hand carts which are commonly used for carrying goods in the city reduces the overall speed of the traffic flow.  Inadequate road infrastructure and safety measures

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 Poor road condition

 Loading and unloading activities by goods vehicles in the central area

2.8.3.3 Intersections

 Poor design of intersections carrying high volume of traffic lead to traffic congestion during the peak hours. Clock Tower, Saharanpur chowk, Prince chowk in Dehradun, Arya Nagar chowk, Dudhadharu chowk in Haridwar, Natraj Chowk, Dehradun chowk, Triveni Ghat in Rishikesh and Gulab Nagar junction, Chau Mandi, Lion Statue in Roorkee are congested and needs improvement.

Figure 2-43 Clogging Streets and Poor Junction design

2.8.3.4 Vehicular Parking Facilities

 Absence of parking in the CBD area

 The vehicles are parked on-street along important arterial roads and also in the CBD area

 Absence of off street parking facilities and increase in numbers of vehicles has aggravated

the problem further.

Dehradun

Figure 2-44 Poor Traffic Management and Enforcement

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2.8.3.5 Traffic Management System

 Lack of traffic signals on most of the major road intersections and junctions and non- functioning of signals installed at important junctions

 No separate phase for pedestrian in the signal timings at all major intersections

 Absence of adequate number of traffic police on major intersections and junctions;

 Missing signage’s along all road intersection and junctions;

 Lack of proper street lighting facilities on the roads;

2.8.3.6 Vehicular Air Pollution

 High volumes of tempos and autos on roads are the main cause of high level of air pollution in the city.

 Poor maintenance of vehicles particularly Vikram plying on various routes leads to high emission of pollutants i.e. SPM, carbon etc.

2.8.3.7 Rail Network

 Delays are caused at the railway crossing, as in most areas the crossings are level crossing.

2.8.3.8 Air Transport

 Currently operating flights at Jolly Grant Airport are inadequate to cater the needs of increasing number of national and international passengers.

 The location of the airport is in the outskirts of Dehradun and there are no designated public transport modes available which ply between the cities and the airport.

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2.9 Service Level Benchmarking

Benchmarking is a tool used by public agencies to make more informed decisions regarding the performance, make comparisons internally and with other organizations and continuously improve performance using the lessons learned through this comparison process. Benchmarking allows public agencies to direct limited resources to the program. Benchmarking helps to establish baseline measures of performance, and helps monitor the agency’s individual performance over time, and also how it compares with the other organizations, and also improving performance by sharing of lessons learnt from different entities.

The National Urban Transport policy (NUTP) 2006 highlights the crucial link between transport demand and land use planning and the need to develop an integrated mobility plan for each city. Accordingly, each city should develop comprehensive mobility plan with focus on accessibility, mobility and traffic flow (in that order). Rather than the present approach of “predict and provide” it has to be “planning for the desirables”. However, there need to be some yardstick to measure and compare the effectiveness of policies and urban projects across cities. Urban agencies in India currently do not have any system for measuring performance of urban transport activities, assessing impacts of projects and taking further action on them. The Uttarakhand metropolitan study area is no exception to this.

The SLBs describe the levels of transport performance like safety and access, pollution, accidents, congestion etc. in cities under the Uttarakhand metropolitan study area currently. They indirectly reflect the state of governance in the city. Above all, these benchmark indicators allow stakeholders to quantify the past, present and changes in transport and its sustainability.

2.9.1 Existing Service Level Benchmark for Dehradun, Haridwar, Rishikesh and Roorkee falling within Metropolitan Area The computed level for services for each parameter for individual cities is summarized in Table 2-20, Table 2-21, Table 2-22 and Table 2-23.

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Table 2-20: Service Level Benchamark Summary for Dehradun

Calculated Overall No Bench mark Inference as per MOUD Guidelines LOS LOS

1 The city lacks an organized public transport system. The existing private buses ply only on the profitable routes which further decrease the coverage of the Public Transport 21 3 public transport in the city. The city needs Facilities considerable improvements in terms of supply of buses/coaches and coverage as many parts of the city are not served by it. The frequency of the services may need improvements

2 Only 30% of the city’s roads have pedestrian Pedestrian footpaths. The traffic signals do not accommodate a infrastructure 10 2 pedestrian phase which further increases the wait time of pedestrians at traffic signals. The city needs facilities improvements in terms of pedestrian infrastructure which need to be safe, comfortable and sustainable.

3 Non-Motorized 12 4 The city lacks adequate NMT facilities. Transport Facilities

4 Level of usage of Intelligent

Transport 20 4 The city lacks adequate ITS facilities. System(ITS) Facilities

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5 Travel speed Small increase in traffic causing substantial increase (Motorized and 6 3 in approach delay and hence, decrease in arterial Mass transit) speed.

6 Availability of The city authorities need to initiate immediate 5 3 actions with respect to providing paid parking spaces Parking places and demand management for parking

7 Need considerable improvements in road design and Road safety 2 2 available road infrastructure, traffic management and in other such reasons which significantly contribute to road safety.

8 Pollution levels 5 1 Need considerable improvements in emission standards, checking pollution etc.

9 Integrated land use 21 3 There is a lack of coherence between city structure Transport system and existing public transport system.

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For Haridwar City Table 2-21: Service Level Benchmarks Summary for Haridwar

Calculated Overall No Bench mark Inference as per MOUD Guidelines LOS LOS

Public Transport 1 The city lacks an organized public transport system. Facilities 24 4

Only 9% of the city’s roads have pedestrian Pedestrian footpaths. The traffic signals do not accommodate a 2 infrastructure pedestrian phase which further increases the wait 11 4 time of pedestrians at traffic signals. The city needs facilities improvements in terms of pedestrian infrastructure which need to be safe, comfortable and sustainable.

Non-Motorized 3 Transport Facilities 12 4 The city lacks adequate NMT facilities.

Level of usage of Intelligent 4 Transport 20 4 The city lacks adequate ITS facilities. System(ITS) Facilities

Travel speed Small increase in traffic causing substantial increase 5 (Motorized and 7 4 in approach delay and hence, decrease in arterial Mass transit) speed.

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Availability of The city authorities need to initiate immediate 6 Parking places 5 3 actions with respect to providing paid parking spaces and demand management for parking

Need considerable improvements in road design and 7 Road safety available road infrastructure, traffic management and 3 3 in other such reasons which significantly contribute to road safety.

8 Pollution levels Need considerable improvements in emission 8 2 standards, checking pollution etc.

Integrated land use 9 There is a lack of coherence between city structure Transport system 19 3 and existing public transport system.

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For Rishikesh City

Table 2-22: Service Level Benchmarks Summary for Rishikesh

Calculated Overall No Bench mark Inference as per MOUD Guidelines LOS LOS

Public Transport 1 The city lacks an organized public transport system. Facilities 24 4

Only 1 % of the city’s roads have pedestrian Pedestrian footpaths. The traffic signals do not accommodate a 2 infrastructure pedestrian phase which further increases the wait 12 4 time of pedestrians at traffic signals. The city needs facilities improvements in terms of pedestrian infrastructure which need to be safe, comfortable and sustainable.

Non-Motorized 3 Transport Facilities 12 4 The city lacks adequate NMT facilities.

Level of usage of Intelligent 4 Transport 20 4 The city lacks adequate ITS facilities. System(ITS) Facilities

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Travel speed Small increase in traffic causing substantial increase 5 (Motorized and 7 4 in approach delay and hence, decrease in arterial Mass transit) speed.

Availability of The city authorities need to initiate immediate 6 Parking places 7 4 actions with respect to providing paid parking spaces and demand management for parking

Need considerable improvements in road design and 7 Road safety available road infrastructure, traffic management and 3 3 in other such reasons which significantly contribute to road safety.

8 Pollution levels Need considerable improvements in emission 4 1 standards, checking pollution etc.

Integrated land use 9 There is a lack of coherence between city structure Transport system 21 4 and existing public transport system.

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh

For Roorkee City

Table 2-23: Service Level Benchmarks Summary for Roorkee

Calculated Overall No Bench mark Inference as per MOUD Guidelines LOS LOS

Public Transport 1 The city lacks an organized public transport system. Facilities 24 4

Only 32 % of the city’s roads have pedestrian Pedestrian footpaths. The traffic signals do not accommodate a 2 infrastructure pedestrian phase which further increases the wait 11 4 time of pedestrians at traffic signals. The city needs facilities improvements in terms of pedestrian infrastructure which need to be safe, comfortable and sustainable.

Non-Motorized 3 Transport Facilities 12 4 The city lacks adequate NMT facilities.

Level of usage of Intelligent 4 Transport 20 4 The city lacks adequate ITS facilities. System(ITS) Facilities

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Travel speed Small increase in traffic causing substantial increase 5 (Motorized and 7 4 in approach delay and hence, decrease in arterial Mass transit) speed.

Availability of The city authorities need to initiate immediate 6 Parking places 7 4 actions with respect to providing paid parking spaces and demand management for parking

Need considerable improvements in road design and 7 Road safety available road infrastructure, traffic management and 3 3 in other such reasons which significantly contribute to road safety.

8 Pollution levels Need considerable improvements in emission 4 1 standards, checking pollution etc.

Integrated land use 9 There is a lack of coherence between city structure Transport system 21 4 and existing public transport system.

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CHAPTER 3

TRAVEL DEMAND AND MODELLING FORECAST Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh

3 TRAVEL DEMAND MODELLING AND FORECAST

As the comprehensive mobility plan is prepared for the next thirty years, it is imperative to assess the demand for the future scenario, to develop an effective and efficient transport plan for the horizon years’ demand.

3.1 Population Projection for Uttarakhand Metropolitan Area

While working out the projections for the cities falling within Uttarakhand metropolitan area, it was assessed that the cities covering the metropolitan area possess different growth patterns. Dehradun being a state capital and education hub witnesses’ major economic developments, while city like Haridwar, being a town of historical importance, is still in phase of development with various industrial areas developing including Bharat Heavy Electrical Limited and SIDCUL identified zones. Rishikesh, a city with religious importance has limited scope for development due to its natural topography and ecological sensitive zone with river Ganga passing from the city.

Considering above the population projections for all the towns and areas falling within the study area are carried out:

For the city of Dehradun, considering its growth pattern and high development activities, an incremental increase method is adopted for population projection.,

For Haridwar city, with new industrial area development (e.g. Roshnabad), geometric progression method has been used for population projection and similar method is used for Rishikesh.

For the city of Rishikesh and Roorkee, considering its past growth pattern, arithmetic increase method has been opted for projection for Roorkee city.

The population for the villages falling under Metropolitan area have been projected based on unified average rate of growth method, since no development changes in the past or in the future has been assessed which may bring in a major change in the existing development pattern of the area

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Table 3-1: Population Projection for the Metropolitan study Area

Population S Area No 2018 2023 2028 2033 2038 2043 2048

1 Dehradun 819595 888076 963376 1040414 1127375 1216748 1313207

2 Haridwar 346304 369294 391652 413782 439960 466370 494365

3 Rishikesh 133099 140496 149008 153551 161868 170188 178936

4 Roorkee 125895 132294 138694 146155 153617 161060 168864 Rural 5 920784 1005528 1110642 1139995 1238351 1339682 1449304 Areas Total 2345677 2535688 2753372 2893897 3121171 3354048 3604676

3.2 Workers Population Projection for Metropolitan Area

The workforce participation rate (WFPR) of study area is taken as base for working out the total employment. Based on the census, the workforce participation rate is calculated city wise. In addition to this, considering the detailed discussions with key stakeholders and the future investments planned for city in industrial, tourism, educational sectors are identified which are planned for the cities in the horizon years. Based on these, the total horizon year employment in study area across various traffic analysis zone (TAZ) is estimated on the basis of proposed land use and future developments.

Table 3-2: Working Population Projection for Metropolitan study Area

Workers S Area No 2018 2023 2028 2033 2038 2043 2048

1 Dehradun 322842 349704 379308 412166 447766 484446 524130

2 Haridwar 125505 134574 145096 150822 161396 172131 183580

3 Rishikesh 69553 75954 83894 86111 93541 101196 109477

4 Roorkee 31635 34073 36992 37698 40231 42796 45524

Rural 5 226281 243667 263861 273641 293238 313161 334437 Areas

Total 775816 837972 909151 960438 1036172 1113729 1197148

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3.3 Proposed Land Use Pattern and growth of cities

The Characteristic feature of Uttarakhand metropolitan area covering Dehradun –Haridwar –Rishikesh and Roorkee city, land Utilization pattern is the predominance of hills basically with the Himalayan range and water body, i.e, River Ganga flowing through the region. However, each city with a different character, vary in the land use pattern.

 Dehradun The total planning area covered under Dehradun master plan is approximately 358.67 sq km. The projected population as per the Mater Plan 2025 is 15.30 lakhs by 2025.The major growth envisioned by MDDA is around the Haridwar Bypass, where MDDA gave a proposal for “Greater Doon” measuring about 450 Hectares. In terms of transport, the major proposals included road widening, new roads, and development of bus and truck terminals. The proposed land use for 2025 included 1517.80 hectare of land under traffic and transportation accounting to 4.23% of the total master plan area.

Figure 3-1: Spatial Growth of Dehradun in last 3 decades

Based on proposed master plan of Dehradun and spatial growth, it is assessed that the major growth of the city is towards southeast (Haridwar Road) and southwest (Saharanpur road). These developing areas will induce additional travel demand in the city requiring good connectivity between the new emerging areas and existing activity centres.

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Figure 3-2: Growth directions of Dehradun city

Residential 14.8% 1.2% Commercial 2.6% Offices 0.9% 2.9% Industrial Facilities and Services 4.2% 0.4% Traffic and Transportation 0.6% Utilities 2.7% 69.7% Tourist & Recreation Parks & Open Spaces Other Land Use

Figure 3-3: Proposed Land use in Dehradun 2025

Source: Master Plan 2005-2025

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 Haridwar

The Master Plan 2025 prepared by Haridwar Development Authority covers an area of 20,119 Ha of land. It consists of Haridwar Municipal Corporation jurisdiction areas, outgrowths, industrial townships, census towns and nearby villages. For planning purpose, the whole area is divided into 8 planning units. The projected population for the year 2025 is 7.35 lakhs. Haridwar is dominated by mixed commodity commercial areas, with the CBD being highly congested.

The master plan proposed 1034.22 hectare of land under traffic and transportation, which is 5.14% of the total area proposed. The transport proposals included road widening, a new bypass, bus and truck terminals.

Figure 3-4: Spatial growth of Haridwar in last 3 decades

Figure 3-5: Growth directions of Haridwar

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17.9% Residential 1.6% Ashram 1.4% Commercial Industrial Area 50.9% 10.7% Public/Semi-Public Entertainment Tourism/Mela Area 3.4% Road and Transport 4.1% 5.1% Other 4.9%

Source: Master Plan Haridwar 2025 Figure 3-6: Proposed Land of Haridwar in 2025

Based on proposed master plan of Haridwar and spatial growth, it is assessed that the major growth of the city is towards west along SIDCUL and Bahadarabad area. These developing areas will induce additional travel demand in the city requiring good connectivity between the new emerging areas and existing activity centre.

 Rishikesh

Rishikesh Planning area is spread over 35 kms in length starting from Haripur Kalan in South west, passing through Railwala, Shyampur, Veerbhadra, Rishikesh town and ending with Muni ki Reti in North east. The Master Plan was prepared for the year 2011. Based on that master plan, the total population projected for 2011 was 1.8 lakhs and the area proposed for this was 29.5 sqkm. The area proposed for transport was 342.5 hectares which account to 11.57% of the total master plan area. The major transport proposals were road widening proposals.

Figure 3-7: Spatial Growth of Rishikesh over last 3 decades

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3% 5% Residential Ashram 15% Commercial Industrial Area 47% Public/Semi-Public 10% Road and Transport Gardens 2% 5% Kumbh Mela 10% 3% Other

Figure 3-8: Proposed land use Rishikesh 2011

Source: Master Plan Rishikesh 2011

Based on previous master plan of Rishikesh and spatial growth, it is assessed that the major growth of the city is towards south west along Haridwar Road. Being highly area constrained due to the hilly terrain and river, only linear growth is possible along the Haridwar road, and thus area needs to have enhanced connectivity for seamless travel experience for the commuters with nil/minimum externalities caused to the city.

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Rishikesh Master Plan is under revision while Roorkee Master Plan is still under preparation and is yet to be notified.

3.4 Travel Demand Modelling and Forecasting

An urban transport model was prepared to replicate the study area transportation system (roads, congestion delays, transit system, etc.) with a state-of-the-art software and modelling technology. This model will be used for forecasting, using altered model inputs to reflect future year conditions. By simulating roadway conditions and travel demand on those roadways, deficiencies in the system can be assessed. Potential major future network enhancements such as introduction of public transport, land use modifications and other transport strategies can be analyzed by this tool and its efficacy can be established at a planning level.

Several software programs are available for developing travel demand models. The Uttarakhand metropolitan area transport model is developed using PTV VISUM (Version 14) software (a state-of-the-art Travel Demand Modeling software).

3.4.1 Pre modelling analysis

3.4.1.1 Study area and its delineation

The study area comprises of area as identified under the notification No: 395/IV (3)/2017-04/2016, covering the following area:

Table 3-3 Area covered under Metropolitan Area

S.No Metropolitan Area

Having a total study area of 2108.208 sq.km, it has been subdivided into smaller physical units, termed as Traffic Analysis Zones (TAZs) to facilitate understanding of travel pattern within the study area. Consultant have chosen current municipal wards as TAZs for which demographic, socio-economic and other planning data is readily available from secondary sources. The TAZ are shown in Figure 2-7

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh

3.4.1.2 Internal zones

The Uttarakhand metropolitan area is divided into 235 TAZs as per prevailing demarcation of municipal wards within the municipality limits and other areas have been demarcated by their character, physical barriers like major roads, railway lines, rivers etc. These are taken as internal zones

3.4.1.3 External zones

Regions beyond the Uttarakhand metropolitan area have been delineated into external zones based on the catchment of the existing transport links feeding into the study area. A total of 13 external zones are considered representing the world outside the study area. In summary, study area is divided into total 248 TAZs out of which 235 TAZs are internal and 13 TAZs are external.

3.4.1.4 Horizon period

Year 2018 is considered as Base Year. The travel demand forecasts are to be prepared for the horizon period of 30 years, up to 2048. Therefore, for the purpose of sequential planning and design of the systems, these travel demand forecasts are presented for the years 2018, 2028, 2038 and 2048.

3.4.1.5 Preparation of Data Base

Data required for the analysis of travel demand can be categorized into three types.

1. Planning variables

2. Transport network

3. Travel Demand and Characteristics

The base year data is summarized in the following sections

3.4.1.5.1 Planning Variables

Planning variables i.e. population and employment are some of the important data required for estimating the travel demand generated at zonal level. Base year demographic data is obtained from the census and from the information collected from respective Municipal Corporation.

3.4.1.5.2 Transport Network

The transport network in the study area includes road network and public transport network. All the characteristics of the road links are collected by network inventory and, speed and delay surveys. Link characteristics collected include length, carriageway type (divided/ undivided), type of circulation (one-way/

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh two-way), number of lanes, average speed, capacity etc. Public Transport Network includes all roads on which public transport buses operate. Details of bus routes, frequencies, seating capacities, maximum load factor, and fares have been collected and coded. In addition, in this study, Auto rickshaw is considered as an intermediate public transport and is made available on the road links. The road network is properly connected to all zone centroids by means of dummy links.

Figure 3-9: Study Area and Transport Network

3.4.2 Strategic Model development

The model is based on a conventional 4-stage transport modelling approach which includes:

 Trip Generation - calculation of the number of origins and destinations for each zone

 Trip Distribution - attaching the origins and destinations for complete trips

 Mode Choice - determination of the mode for each trip (two wheeler, car, Intermediate Public

Transport (IPT),Public transport).

 Assignment - assigning passengers to their respective highway and transit networks

3.4.2.1 Trip Generation

The analysis and the model building phase starts with the step commonly known as Trip Generation. This is the term used in the transportation planning process to estimate the number of trip ends in a given area (i.e., how

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh much travel; for example, either from homes or workplaces). The objective of the trip generation stage is to understand the reasons behind the trip making behavior and to produce mathematical relationships to synthesize the trip making behavior and to analyze the trip making pattern on the basis of observed trips, land use data and the household characteristics.

For this study: -

 All the existing trips on the project stretch have been considered for the base year. This is arrived through the household survey (travel diary), volume count survey and road side interview conducted in the study area.  All the proposed developments and their scale of developments have been captured to estimate future trip generations within the study area.  Trips are usually divided into two types i.e. home-based and non-home based trips  Home-based trips are those having one end of the trip either origin or destination at home, of the persons making the trip, the home based trips are further classified as home based work trips, home based education trips and home based other trips  Non-home based trips are those having neither start nor end at home of the person making the trip. (The volume of non-home based trips was less than 1%, therefore these trips are not considered in

regression exercise). The base year planning variables and trip generated are shown in Table 3-4 below:

Table 3-4: Base Year (2018) Planning Variable

Base Year (2018) Planning Variables Population 2018 2,345,667 Employment 2018 775,816 Trips Produced in Base Year Home Based Work 15,27,064 Home Based Education 8,32,924 Home based Others 4,16,472 Trip rate of the base year was observed to be 1.18 (including walk trips) and 1.04 for motorised trips from the house hold survey. The same has been used to generate the trips for the base year. Applying a nominal growth factor of 1% (decadal) for the trips in the area, the trip rate for the year 2028 stands at 1.20 (all trips) and 1.05 for motorised trips. For the year 2038, trip rate is 1.21 for all trips and 1.06 for the motorised trips whereas for the year 2048, trip rate is 1.22 for all trips and 1.07 for the motorised trips.

Based on the correlation between the Planning Variables and the trips produced, the trip production and attraction equations are developed.

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Figure 5.5 Home Based Work Attraction

Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh Figure 5.6 Home Based Education Attraction 3.4.2.2 Trip Distribution HBW_a y = 2.2319x - 1155.5 R² = 0.6335 180000

Second stage is trip distribution or interchange. In this stage, the spatial interchange of trips is modeled (from 160000 one point to another). Trip distribution modeling is done based on the observed travel pattern which was 140000 120000 analyzed from the OD survey and passenger survey. OD matrix for the entire horizon year was developed at this 100000

80000 stage. In this study doubly constrained gravity model has been used. 60000

40000 This model originally generated from an analogy with Newton's gravitational law. Newton's gravitational law 20000 0 0 5000 10000 15000 20000 25000 30000 35000 40000 45000 50000 says, F= GM1M2/d2, Analogous to this Tij=C OD/Cij, introducing some balancing factors -20000

Tij=Ai Oi Bi Di f(Cij),

where Ai and Bi are the balancing factors,

F(Cij) is the generalized function of the travel cost.

This function is called deterrence function because it represents the disincentive to travel as distance (time) or cost increases. For calculation of deterrence function, the ‘combined function’ i.e. combination of exponential FigureFigure 5.7 5.5Home Home Based Based Others Work Attraction Attraction and power function is used in this study. The form of the model is such that power (α=0) or exponential (β=0) functions may be used for the deterrence function. The inclusion of both α and β represents a gamma function, y = 2.5259x - 6782.7 HBE_A R² = 0.8238 sometimes called a Tanner function. 140000

120000

The base year (2018) Productions and Attractions obtained from the corrected O-D matrices, skim matrices 100000

80000 from network and the calibrated function parameters were used to generate synthetic matrices in Visum. 60000

40000

The trip length distributions from Observed/Corrected and Synthetic O-D matrices were calculated. The average 20000

0 trip length obtained from the model is presented in the Table 3-5 0 5000 10000 15000 20000 25000 30000 35000 40000 45000 -20000

Table 3-5: Average Trip Length (Estimated and plotted)

HH survey Plotted in the model Trip length 11.2 12.5

3.4.2.3 Modal Split

Figure 5.6 Home Based Education Attraction Third stage is related to modal split. This depends upon the observed relationship between modes used in relation to personal characteristics, trip characteristics and mode characteristics. y = 0.5044x + 1003.1 HBO_A R² = 0.4054 60000

• For base year model, the existing modal share (as derived in Household Survey) has been used. 50000

40000

30000

20000

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0 0 5000 10000 15000 20000 25000 30000 35000 40000 45000 50000 Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh

• For horizon year models, the modal share as derived from ‘willingness to pay and shift’, PT & IPT stated preference surveys etc, were used. Table 3-6: Modal split for Base year (at Regional Level)

2018 Trips in City Base year 2W 36% Car 17% IPT 8% Public Transport 18% Others 2% Walk & NMT 19% Total 100%

3.4.2.4 Traffic Assignment

The test corridor was coded in the VISUM (Version 14) model with the network attributes as captured through road inventory surveys and traffic and transit details from primary and secondary sources. The traffic volume originating from every zone in the network in terms of PCUs are given as per the site survey. The other properties such as free flow speed, vehicular speeds, permitted network speeds, lane capacities etc. were provided.

The calibrated model is validated by comparison of field results and model output results. The ‘multi criterion’ approach was followed for model validation. The zone to zone travel time at aggregate level were analyzed in all the trials till the error of below 5% is achieved. The second criteria is of the traffic concentration at roads, quantitatively measured by flow at the mid blocks. This was validated by comparison of model outputs and field survey outputs (traffic volume survey at mid blocks).

Table 3-7: Observed and Modelled peak hour Traffic Volume at some locations

Location Observed PCU Modelled PCU Error %

Gandhi Road, Dhamawala Mohalla, Jhanda Mohalla 7091 6758 -4.7%

Bindal Bridge, Bindaal Tirahya 6098 5620 -7.8%

Near Gauri Shankar Mandir, Dehradun Road, Bhagirath Kunj 3882 4186 7.8%

Jatwara Bridge, Sanjay Colony, Sitapur 4147 4390 5.9%

Bhandari Hotel, Khandraiwala 3215 3121 -2.9%

Kanwali Road, Khurbura Mohalla, Dehradun 2746 2908 5.9%

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Location Observed PCU Modelled PCU Error %

Solani Point, Old Bridge, World Bank Colony, Roorkee 2695 2958 9.8%

Chandrabhaga Bridge 2247 2115 -5.9%

Haridwar Road, Bridge Near Ganga Temple 3016 2858 -5.2%

Shiv Mandir, New Mohan Pura, Roorkee Cantt 2429 2501 3.0%

Railway Crossing, Haridwar Bypass, Bank Colony, Ajabpur 2088 2232 6.9% Khurd

Hotel Jagat Palace, Dehradun Road, Adarsh Gram, Rishikesh 1508 1642 8.9%

The existing network was modeled, calibrated and validated based on real data from the field, including network geometry, traffic and transit operations, the table above shows the validation results. The final output from this process was a validated and calibrated simulation model of the existing conditions for peak hour

3.4.2.5 Base Year Travel Demand Model

The base year scenario represents the present road network and current travel demand of the city. The interaction between traffic analysis zones based on the mode people choose will give fair idea about the travel behavior. This information allows transport agency / stakeholders to comprehend travel patterns and characteristics; measure trends; provide input to travel demand model development, forecasting, and planning for city wide transportation infrastructure needs and monitor progress and changes due to implementation of transportation systems. The trunk network length modelled is 1418 kms.

The trips shown in Table 3-8 and Table 3-12 were assigned to the base model to assess the network efficacy.

Table 3-8 Number of trips purpose wise – intra city trips

Trips No. of Trips Home Based Work (HBW) 1527064 Home Based Education (HBE) 832924 Home based Others (HBO) 416472

Table 3-9 Intra city Trips - Purpose, mode Matrix

Mode HBW HBE HBO Public Transport 166088 278521 45297 Intermediate Public 89818 113697 24496 Transport

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Mode HBW HBE HBO Private Vehicles 924063 305071 252017 Non Motorised Transport 347095 135636 94662 Total 1527064 832924 416472

3.4.2.5.1 External trips

External trips for Uttarakhand metropolitan area has significant influence due to floating population and tourist population. These external trips also puts starin on the existing infrastructure, the same has also been considered for travel demand assessment. In order to project the external trips for horizon years, the growth rates were assumed based on secondary data sources and are presented in below table.

Year Internal - External External - Internal External- External Total Growth rate 2018 59534 57895 6095 123524 2028 106616 103681 10915 221213 6% 2038 182116 177103 18645 377864 5.5% 2048 311081 302517 31848 645446 5.5%

Inferences: Base year model stands validated and V/C ratios along some of the major roads have been compiled and presented in Table 3-10:

Table 3-10 V/C on major roads in the cities in base year

V/C ratio City Roads (2018) Gandhi Road 0.87 Eastern canal Road 0.95 Raipur Road 1.06 Kanwali Road 0.85 Haridwar Road(Prince chowk to Aragarh chowk) 1.00 Haridwar Road (Aragarh chowk to Dharampur chowk) 0.95 Dehradun Haridwar Road (Dharampur Chowk to Rispanapul Chowk) 1.00 Haridwar Road (Rispanapul Chowk to Jogiwala Chowk) 1.32 Saharanpur Road (Prince Chowk to Railway Station) 0.90 Saharanpur Road (Railway Station to Saharanpur chowk ) 1.52 Tilak Road 0.85 Subhash road (EC Road to Kanak Cinema Chowk) 0.91 Subhash road (Pant Road to Haridwar Road) 1.00

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V/C ratio City Roads (2018) Ugrasain Marg(Kanak Chowk to Survey Chowk) 1.50 Haridwar Bypass(Old road) 1.00 Haridwar Kankhal Jawalapur 1.20 Hillock Bypass (shivlok Nagar to Haridwar Jail area) 1.34 ISBT road 0.85 Dehradun road from Triveni Chowk to Natraj Chowk 1.00 Rishikesh Lakshman jhula road to be from Chandrbhaga to railway 0.96 station railway road to bypass 0.78 Talhegi to Lal Kurti Cantontment 0.75 Railway Station to Ganesh Pur 0.62 Roorkee Salempur to Ramnagar Chowk 0.46 Madhopur to Rampur 0.68 Inner Ring Road 0.74

3.4.3 Horizon year Travel Demand Modelling

The section provides the description and analysis for the scenarios for understanding of the transport network and indicators while describing the travel pattern. As per ‘’trip generation model zoning’’ the framework for understanding of interaction (trips) between the zones is created i.e. scenarios are developed as discussed below:

3.4.3.1 Business as Usual/Do nothing scenario:

This scenario represents the future based on the continuation of past trends and is used as the reference point or benchmark for assessing the need for policy interventions. The BAU Scenario extrapolates existing trends and assumes no radical policy interventions for sustainable development and emission mitigations. Future transport demand is based on the preference of different socio economic groups in the base year.

Scenario describe the future year (2028,2038 and 2048) and future demand with minimum investments done on public transportation sector, this will help in analyzing the efficacy of the existing network, and how it performs under given traffic demand. The problems (congestion and congested network, increased travel time etc.) can be identified and possible solutions/ interventions can be proposed to mitigate the same. The population and employment for horizon years have been projected based on the parameters such as potential density and highway connectivity. The projected population and employment figures for the horizon years are shown in Figure 3-12

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Table 3-11 Forecast population for the base year and future year scenario

Year Population 2018 2,345,677 2028 2,753,372 2038 3,121,171 2048 3,604,676

With the help of the base year transport model developed for the study area, travel demand has been estimated for the horizon years 2028,2038 and 2048 for business as usual scenarios and shown in Table 3.11.

Table 3-12 Trips forecasted - Purpose wise

Total Trips 2018 2028 2038 2048 HBW 1527064 1810403 2072761 2417794 HBE 832924 987469 1130571 1318766 HBO 416472 493746 565299 659398 Total 2776460 3291618 3768630 4395958

Table 3-13: Mode Split BAU Scenario (at Uttarakhand Metropolitan Region Level)

2048 (BAU) Trips in City Mode Share Private Vehicles 54% Intermediate Public Transport 14% Public Transport 14% Non Motorised Transport 18% Total 100%

Some of the major shifts are from the modes like car, two wheelers and informal IPTs. Based on these assumptions the no. of trips forecasted for each purpose and mode wise were developed

Inferences: Based on the assumptions, Bussiness As Usual scenario was developed and V/C ratios along some of the major roads have been compiled and presented below:

Table 3-14: V/C on major roads in the cities in 2038/2048 - BAU Scenario

V/C Ratio V/C Ratio City Roads 2038 BAU 2048 BAU Gandhi Road 1.12 1.26 Dehradun Eastern canal Road 1.23 1.39 Raipur Road 1.37 1.55

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V/C Ratio V/C Ratio City Roads 2038 BAU 2048 BAU Kanwali Road 1.1 1.24 Haridwar Road(Prince chowk to Aragarh chowk) 1.29 1.46 Haridwar Road (Aragarh chowk to Dharampur chowk) 1.23 1.39 Haridwar Road (Dharampur Chowk to Rispanapul Chowk) 1.29 1.46 Haridwar Road (Rispanapul Chowk to Jogiwala Chowk) 1.7 1.92 Saharanpur Road (Prince Chowk to Railway Station) 1.16 1.31 Saharanpur Road (Railway Station to Saharanpur chowk ) 1.96 2.21 Tilak Road 1.1 1.24 Subhash road (EC Road to Kanak Cinema Chowk) 1.17 1.32 Subhash road (Pant Road to Haridwar Road) 1.29 1.46 Ugrasain Marg(Kanak Chowk to Survey Chowk) 1.94 2.19 Haridwar Bypass(Old road) 1.29 1.46 Haridwar Kankhal Jawalapur 1.55 1.75 Hillock Bypass (shivlok Nagar to Haridwar Jail area) 1.73 1.95 ISBT road 1.1 1.24 Dehradun road from Triveni Chowk to Natraj Chowk 1.29 1.46 Rishikesh Lakshman jhula road to be from Chandrbhaga to railway 1.23 1.38 station railway road to bypass 1.01 1.14 Talhegi to Lal Kurti Cantontment 0.97 1.10 Railway Station to Ganesh Pur 0.8 0.90 Roorkee Salempur to Ramnagar Chowk 0.59 0.66 Madhopur to Rampur 0.88 0.99 Inner Ring Road 0.95 1.07

3.4.3.2 Sustainable Urban Transport Scenario

A Sustainable Urban Transport Scenario (Transit Oriented Development Scenario) is a compact high density mixed use development that is planned along public transit stations (or corridors) which provide housing, employment, entertainment and civic functions within the walking distance. In this scenario, it is assumed that a population density of 400 persons per hectare will be achieved in the zones along transit corridors by the year 2038.

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With the help of the base year transport model developed for the study area, travel demand has been estimated for the horizon years 2028, 2038 and 2048 for Sustainable Urban Transport scenarios listed in table below.

Table 3-15: Trips forecasted - horizon years

Total Trips 2018 2028 2038 2048 Home Based Work (HBW) 1527064 1810403 2072761 2417794 Home Based Education (HBE) 832924 987469 1130571 1318766 Home based Others (HBO) 416472 493746 565299 659398 Total 2776460 3291618 3768630 4395958 Sustainable Urban Transport Scenario comprises of transport network incorporating committed projects along with major proposed projects as follows:

• Major roads proposed • Proposed Links to complete the road network • Missing links • Integrated public transport network • Integrated fare in all transit modes Due to aforementioned interventions on land use and transport scenarios, the city is expected to have a favorable shift to the public transport in terms of mode choice. The mode choice for the SUT scenario is as follows. Table 3-16: Mode Split - SUT Scenario (at Uttarakhand Metropolitan Regional Level)

2048 (SUT) Trips in City Mode Share Private Vehicles 35% Intermediate Public Transport 5% Public Transport 39% Walk & Non Motorised Transport 20% Total 100%

Table 3-17: Trips Forecasted

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Based on the trips the count of trips generated for the horizon years are as follows.

Table 3-18: Trips for Horizon years - SUT Scenario

Trips Count Classification 2018 2028 2038 2048 Home Based Work (HBW) Public Transport 166088 481613 620217 803722 Intermediate Public Transport 105042 87262 93813 102318 Private Vehicles 924063 848079 908267 986304 Non Motorised Transport 331871 393448 450466 525450 1527064 1810403 2072761 2417794

Home Based Education (HBE) Public Transport 278521 476034 573441 702047 Intermediate Public Transport 113697 87615 92596 99009 Private Vehicles 305071 263017 280428 302957 Non Motorised Transport 135636 160803 184106 214752 832924 987469 1130571 1318766

Home based Others (HBO) Public Transport 45297 131349 169150 219197 Intermediate Public Transport 28648 23799 25585 27905 Private Vehicles 252017 231294 247709 268992 Non Motorised Transport 90510 107304 122854 143305 416472 493746 565299 659398

Total 2776460 3291618 3768630 4395958

Inferences: Based on the assumptions, that all committed and proposed projects will be implemented and the impact it will have on major roads is developed and V/C ratios along some of the major roads have been compiled and presented below:

Table 3-19: V/C on major roads in the cities in 2038/2048 - SUT Scenario

V/C Ratio V/C Ratio City Roads 2038 SUT 2048 SUT Gandhi Road 0.67 0.59 Eastern canal Road 0.68 0.58 Raipur Road 0.55 0.40 Dehradun Kanwali Road 0.44 0.32 Haridwar Road(Prince chowk to Aragarh chowk) 0.54 0.40 Haridwar Road (Aragarh chowk to Dharampur chowk) 0.74 0.66 Haridwar Road (Dharampur Chowk to Rispanapul Chowk) 0.52 0.38

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V/C Ratio V/C Ratio City Roads 2038 SUT 2048 SUT Haridwar Road (Rispanapul Chowk to Jogiwala Chowk) 0.68 0.50 Saharanpur Road (Prince Chowk to Railway Station) 0.56 0.45 Saharanpur Road (Railway Station to Saharanpur chowk ) 0.63 0.41 Tilak Road 0.44 0.32 Subhash road (EC Road to Kanak Cinema Chowk) 0.47 0.34 Subhash road (Pant Road to Haridwar Road) 0.52 0.38 Ugrasain Marg(Kanak Chowk to Survey Chowk) 0.54 0.33 Haridwar Bypass(Old road) 0.52 0.38 Haridwar Kankhal Jawalapur 0.62 0.45 Hillock Bypass (shivlok Nagar to Haridwar Jail area) 0.46 0.28 ISBT road 0.44 0.32 Dehradun road from Triveni Chowk to Natraj Chowk 0.52 0.38 Rishikesh Lakshman jhula road to be from Chandrbhaga to railway station 0.49 0.36 railway road to bypass 0.4 0.29 Talhegi to Lal Kurti Cantontment 0.54 0.46 Railway Station to Ganesh Pur 0.64 0.65 Roorkee Salempur to Ramnagar Chowk 0.47 0.47 Madhopur to Rampur 0.7 0.71 Inner Ring Road 0.53 0.45

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CHAPTER 4

MOBILITY VISION AND GOALS Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh

4 MOBILITY VISION AND GOALS

4.1 Introduction

The previous chapters of the report discussed in detail the current scenario and past trends of the mobility in Metropolitan Study Area. The past trends of increase in the population and influx of floating population have increased the travel demand in the city. The cities do not have a complete organized public transport network; also cities are witnessing increased ownership and usage of private vehicles. Moreover, public travel demands are served by the IPT sector. With all of these issues, the congestion of the city traffic is inevitable. Present situation is only continuing to worsen if nothing is done to alter the scenario.

As per the tool kit the vision of a CMP is “to have a long-term vision for desirable accessibility and mobility pattern for people and goods in the city to provide, safe, secure, efficient, reliable and seamless connectivity that supports and enhances economic, social and environmental sustainability”.

Some of the key outcomes expected out of CMP are as follows: 

 Improvement in mobility for all socio-economic groups and genders

 Improvement in air quality of Sustainable Urban Transport (SUT) Scenario with reference to the BAU scenario

 Improvement in safety and security for pedestrians, NMT and livability in the city

 Increase in sustainable transport mode share and a decrease in private motor vehicle use

 Achievement of desirable indicators and benchmarks

 CMP being an Integral part of Master Plan

To achieve this, it is important to have a vision set for the Metropolitan Study Area with goals to achieve it.

4.2 Vision

The CMP is prepared with a long term vision for providing desirable accessibility and mobility pattern for people and goods to travel safe, secure with efficient, reliable and seamless connectivity, which supports and enhances economic, social and environmental sustainability. With a view to provide the same for the citizens of Uttarakhand Metropolitan Area, the vision of Comprehensive Mobility Plan for the Metropolitan Study Area is:

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“To attain a People Centric Urban Transport System through an integrated, efficient, liveable and sustainable transport system for providing safe and convenient mobility to people of all abilities and goods”.

4.3 Goals

To realize the mobility vision for Metropolitan study area, following goals have been formulated:

 Develop public transit system in conformity with the land use that is accessible, efficient and effective

 Ensure safety and mobility of pedestrian and cyclist by designing streets and areas that make a more desirable, liveable city for residents and visitors and support the public transport system

 Develop traffic and transport solutions that are economically and financially viable and environmentally sustainable for efficient and effective movement of people and goods

 Assess the parking need & suggest alternate solution that reduces the demand for parking and need for private mode of transport and also facilitate organized parking for various types of vehicles

Each of these goals can be achieved by meeting the following objectives:

4.3.1 Goal 1

“Develop public transit system in conformity with the land use that is accessible, efficient and effective”.

Objectives

 Provide good quality of public transport system that is accessible, efficient and effective

 Develop strategy to integrate public transport system with existing IPT System

 Develop strategies to encourage people to use public transport system and discourage use of private vehicles

 Develop policies that encourage concentrated mixed land use development along the public transport corridors

4.3.2 Goal 2

“Ensure safety and mobility of Pedestrian and cyclist by designing streets and areas that make a more desirable, liveable city for residents and visitors and support the public transport system". Objectives:

 To improve pedestrian facilities in areas of pedestrian concentration

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 To provide facilities to pedestrians and ensure safety to segregate their movement from vehicles along major corridors

 To encourage pedestrian movement in heavy traffic movement areas and restrict use of private vehicles

 To provide safe pedestrian facilities along major public transport nodes and transfer points

 To develop a Pedestrian policy for safe and efficient movement of people within the city

4.3.3 Goal 3

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

Objectives:

 Develop immediate / short term strategies such as traffic management and engineering solutions to ease flow of traffic at major congestion points within the city

 Develop medium / long term measures such as bypass roads, new links, road network development, flyovers, underpasses, ROBs and RUBs to ease traffic flow along major roads within the city

4.3.4 Goal 4

“Assess the parking need & suggest alternate solution that reduces the demand for parking and need for private mode of transport and also facilitate organized parking for various types of vehicles”.

Objectives

 Restrict on-street parking at critical locations in the city

 Create off-Street Parking (wherever possible multilevel parking) near major activity centres, transit stations/terminals to meet the growing parking demand.

 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.

The goals and objectives set for the mobility needs of Uttarakhand Metropolitan area can be achieved by formulating a series of strategies as per NUTP guidelines. Each of the strategies will be evaluated to see its suitability and applicability for Uttarakhand Metropolitan area.

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Besides the above mentioned goals, some principles of National Mission on Sustainable Habitat (NMSH) need to be considered in this study before formulating the strategies. Accordingly, a brief introduction to NMSH is presented in the following section.

4.3.5 Make Walkable Cities and Towns

A great walking environment must protect pedestrians from motor vehicles. Vehicle speeds need to be radically slowed or else, streets need footpaths. Footpaths need to be unobstructed, continuous and well lit. Crossings should be made safer with pedestrian crossing signals, pedestrian islands and pedestrian table-tops that minimize Figure 4-1: Walk able Streets crossing distances and offer safety for pedestrians. Accessibility to wheelchairs must be ensured. The pedestrian network should foster the most direct access to all local destinations like schools, work, bus stops etc.

The following indicators have been recommended for pedestrian facilities:

 All arterial streets should have >= 75% of their lengths having non obstructed footpaths to achieve a LOS 1 for the pedestrian facility

 At-grade pedestrian crossings at all major intersections intervals of 70-250 m

4.3.6 Create Better Environment for Bicycles

As observed, Dehradun does not have a bicycle culture; hence there is no acute demand for bicycle lanes. But it is proposed to introduce segregated bicycle lanes in certain stretches to introduce and encourage bicycle users in the city.

The more bicycles (and any people-powered transport) on the streets the safer and less polluted the streets become. Segregated bicycle lanes are needed on high speed roads, while on local streets traffic calming and shared street designs are better, allowing Figure 4-2: Bicycle Friendly streets traffic to mix at slower speeds. Building bike lanes and slowing down traffic are keys to make urban transport sustainable.

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4.3.7 Connect the Blocks

Cities that are pleasant to walk and bicycle typically have large number of short streets and many intersections per unit area. This makes the traffic slow down while walking becomes more direct, varied, interesting and attractive. The tighter the street grid, the fewer detours to a destination. Detours can affect the decision to undertake a trip and by what means. Streets that are short offer good opportunities to connect with the surroundings. Buildings, shops and streetscape elements are closer to the pedestrians and cyclists as they travel.

4.3.8 Get on the Public Transport

Mass transit can move a large number of people quickly and comfortably using a fraction of the fuel and street space required by automobiles. The bus transit systems are proving able to keep pace with the rapid motorization and metropolitan growth. Buses are more accessible, have a wider coverage and are cheaper.

The following indicators need to be used to assess the effective usage of public transport:

 Percentage of residents within 800 m of public transport stops

 Percent mode share of public transport and IPT desired

 Percent of stops with frequency of service greater than 15 buses per hour

In Uttarakhand Metropolitan Study Area, Dehradun is the only city which has bus services and these are operated by individual private players. The number of buses operated in the city shows a decline in year over year sighting the financial viability. One of the main reasons for this is the cheaper and much frequent IPT modes such as Vikram and E-rickshaws. Rather than complimenting the main mode IPT are competing modes in Dehradun and the cities lke Haridwar, Rishikesh & Roorkee completely lack organized public transport system with only Figure 4-3: Mixed Use Development services being operating being inter-city bus services by UKSRTC.

To get people on board of public transport as discussed it is essential to have a good reach. It is nearly impossible to take the trunk mode like bus/tram/metro to every corners of the city. This is only possible with

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh another layer of mode like that compliments and feeds people into the trunk mode. The city needs to have a well-designed integrated public transport system to get people on board.

As a long term panning tools such as mixed use development, integration of the land use with the transport will also help in reducing the travel distance and making the public transport the default mode choice.

4.3.9 Build Dense - People and Transit Oriented Cities; Mix People and Activities

The first step to accommodate future urban growth is to densify existing urban land while providing excellent and diversified services and amenities. Dense communities are a foundation for the mixed-use urban areas where walking, cycling and transit can be integral parts of the way of life.

The following indicators are recommended for densification:

 Densify transport nodes according to pedestrian and cycling

 800 m for pedestrians Figure 4-4: Transit Oriented Development

Integrating residential, work, retail and entertainment activities into one area makes for better cities. Trip lengths and travel times can be reduced.

4.3.10 Shift to Public Transport

Shift from unsustainable mobility to sustainable mode like the public transport can be achieved using technology, regulating road use, parking and fiscal measures. High quality public transport vehicles with efficient service, easy accessibility, wide coverage and reasonable affordability are required to induce shift from private to public vehicles. This has to be coupled with measures like congestion charges in core areas; high parking fee; limited parking spaces; tax on private vehicles; implementation of demand management measures etc.

Dehradun need to streamline and rationalize its routes make public transport mode attractive. All the modes such as bus, IPT and last mile connectivity infrastructure must work as one unit to pull the people to the public transport. However, making public transport attractive to the users also needs application of push factors like high parking fees, congestion pricing etc. which are not currently being done in Dehradun or in any other city in Study Area. As a strategy we must adopt the levy of parking charges. Also there is requirement of providing off- street parking facility which can help in increasing the effective road capacity.

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Figure 4-5: Tools to Promote Public Transport

4.3.11 Urban Transport Funding

Proper institutional set up and an efficient funding mechanism are need of the hour to ensure financial sustainability of investments in public transport and non-motorized transport. Urban transport financial resources should be pooled within an urban transport fund administered by the strategic transport authority at the municipal or metropolitan level. Private sector financing for transport infrastructure should be raised through competitive tendering of concessions that may be supported by public contributions as long as they are subjected to cost-benefit analysis.

4.3.12 Impact Assessment

New developments and projects will draw increasingly more attention in the future as these induce and attract additional traffic in the neighborhood. It is suggested that an impact assessment needs to be done to estimate the additional traffic and the infrastructure needs of the neighborhood.

4.4 Targets

Based on above goals, the target to be achieved for sustainable solutions in the horizon year by implementing all the proposals recommended in this study is as follows:

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Table 4-1: Target Goals for Sustainable Solutions

Name of the Impact Existing (2018) BAU (2048) SUT Scenario Achieved in SUT (2048) – Target (2048) Non-Motorized Trips (%) 19 17 20% 20% Private Transport (PVT) Trips 53% 54% 50% 35% (%) Public Transport Trips (%) 18% 14% 40% 39% Local Emissions (Tonnes/day) 14.5 17.3 50% Reduction 5.1 GHG Emissions (Tonnes/day) 501.5 870.9 50% Reduction 261.0

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CHAPTER 5

SUSTAINABLE TRANSPORT STRATEGIES Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh

5 SUSTAINABLE TRANSPORT STRATEGIES

The mobility goals for Uttarakhand Metropolitan Area need to be addressed through a multipronged approach. Solutions for complex transport improvements cannot be achieved by a single strategy. The following strategies need to be adopted in tandem to meet the various goals set for Study Area.

 Land Use and Transport Strategy  Road Network Development Strategy  Public Transit Improvement Strategy  Non-Motorized Transport Strategy  Freight Management Strategy  Traffic Engineering Measures  Technological Strategy  Travel Demand Management Strategy

It is important to note that each of the strategies listed above 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 when implemented through specific projects shall fulfil the goals and objectives of the CMP. The sections below discuss these strategies.

5.1 Land use and Transport Strategy

The structure and shape of the transport network is dependent on land use. Land use and the network strategy must go hand in hand. Land use cannot happen as planned, if there is no connectivity. This strategy should focus on accessibility, connectivity, mixed land use developments to minimize vehicle trips, encourage transit oriented development, and the long term transport strategy be framed around the structural form of urban growth envisaged. Integrated land use and transport development promotes balanced regional growth in line with regional development strategies, with the objective of:

 Promoting balanced spatial growth  Minimizing land requirements for transport  Promoting transit oriented growth  Reducing the need to travel  Encouraging walk able/ cycle able neighborhoods

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Figure 5-1: Land use Transport concept

One of the strategies integrating land use and transport that can be adopted for cities in the Metropolitan area is the Transit Oriented Development (TOD) strategy. This concept can be applied along the major identified mobility corridors that have the potential to carry higher order mass transit systems.

Some of the other strategies making transit friendly city through land use are given below.

Travel Connections: This would focus on convenient and direct pedestrian connections, pedestrian scale blocks, interconnected street network including bicycle circulation and parking. Increased density in neighborhood centers would make transit service more effective.

Building Scale and Orientation: Transit-supportive design assumes people are willing to walk a maximum of ½ mile for premium transit and rail service and ¼ mile for other bus services. Building placement is a powerful tool in reinforcing streets as public amenities. Sensitivity to the physical design and location of buildings is important in order for travel connections to be attractive. The quality of “out of vehicle” experiences is influenced by the placement of buildings in relation to the street and other buildings, as well as their height and scale.

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh waiting for transit service). Additionally, services such as child care facilities, dry cleaners, postal facilities and health care offices can be included as part of bus transfer centers or rail stations.

Parking: The proper location and size of parking facilities are essential if pathways, buildings and public spaces are to succeed in creating transit-supportive settings. Parking structures/shared parking lots are two ways to reduce the amount of space occupied by parking facilities.

5.2 Road Network Development Strategy

A well connected and planned road network is essential for the city. Road network development also includes improving the intersections to give equal emphasis to all road users. The road network development should add to the overall development strategy for the city. The network should have sufficient capacity to carry the vehicles. Road Network proposals are considered only if it is absolutely necessary. Provision of more flyovers and more widening will support more and more use of private vehicles, hence those proposals are considered such that it will help in decongesting the junctions and can be helpful in improving the speeds and safer NMT movements. The proposals of improving road network include:

 Road Widening/Up gradation  Development of Missing links/New Links/bypass roads

5.3 Public Transport Strategy

Public transport is one of the most environmentally sustainable forms of transport. Provision of Public transport is complex and in order to evolve an effective and efficient service, it is necessary to understand this complexity. The complexity exists both within the organization of a service provider and the environment in which the service provider operates. As the external environment impacts the transport system to a large extent, it is necessary for the external environment to be examined properly. Similarly, the internal sub-systems need to be fully appreciated. Adopting a correct and well-informed approach is a pre-requisite for improving public transport.

At present, cities in Metropolitan Area do not have an organized public transport system. UKSRTC (Uttarakhand State Road Transport Corporation) provides the bus transport services connecting the nearby cities and to other states. However private operators run buses on routes in Dehradun after taking permit from RTO for buses to be run on contract carriage.

In order to have an organized Public transport system there is a need that it should be convenient, efficient, affordable, reliable and integrated. Providing or Improving the existing public transport involves infrastructure improvements like reserving lanes and tracks and operational improvements like optimizing routes and

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh schedules. The improvement in public transport is likely to not only maintaining the existing modal share of public transport, but also to create a shift from other modes to public transport.

Figure 5-2: Public Transport Improvement concept

Since, Public transport is a shared passenger transport service which is available for use by the general public, improving public transport includes improvements in bus service and mass rapid transit with compatible pedestrian and bicycle infrastructure. Mass Transit is a form of public transport that can move a higher volume of passengers and provide a higher quality of services than conventional services through a systematic combination of infrastructure, equipment and information technologies. Mass transit options could include Bus Rapid Transit (BRT), light rail, a metro rail system, a mono rail system or commuter/sub urban rail services also. Public transport strategy includes following action plans:

 Proposal for mass transit corridors with NMT access facilities  Augmentation & Route Rationalization of private buses if required  Provide feeder bus services so as to improve the coverage  Integrate the multiple modes of transport to provide single journey experience

5.4 Non-Motorized Transport Strategy

Non-motorized transport strategy considers improvement in NMT user experience by enhancing footpaths and bicycle infrastructure. It also addresses the inadequacies in safety and accessibility for pedestrians and bicycles at intersections.

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As stated earlier, for a public transport system to be successful it is important to have excellent first and last mile connectivity and non-motorized transport is one of the most favored modes for the same. A well laid NMT network shall integrate the city with the major activity centers, points of interest and the transport system thereby making the city walkable, compact and accessible.

Figure 5-3: NMT infrastructure improvement Concept

This CMP for Uttarakhand Metropolitan area discusses various action plans for improving non-motorized transport infrastructure which include:

 Developing ‘’pedestrian only’’ plazas and streets  Providing clean, comfortable and complete footpath wherever possible  Introduce cycle tracks for safe cyclist movement  Design the intersections to address the accessibility for pedestrians and bicycles  Provide safe accessibility to public transport

The unplanned foot-paths and zebra crossings make the pedestrians use normal road stretch for commuting. Many a time it has been observed that the pedestrians use the road with least concern for vehicular traffic. This leads to accidents and loss of precious human life. It is proposed that foot-paths should be urgently constructed. Zebra crossings should be provided at major intersections for safe crossing of pedestrians. Regular painting of the Zebra crossing also needs to be ensured.

Foot Over Bridges and Walkways

Providing grade separated pedestrian crossing is an efficient way of improving safety for pedestrians, particularly at locations with high traffic volumes or on the corridors with larger widths. Busy junctions can be provided with well-designed circular pathways to ensure safety for pedestrian movement. The details for proposed walkways are presented in the next chapter.

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Provision of the pedestrian zone

Looking at the number of pedestrians and the associated commercial activities; few of the major nodes or activity centers are proposed as vehicle restricted zones (in certain hours) where only pedestrian movement will be allowed.

This will be further supported with identification of off-street parking facilities within nearby areas where people can park the vehicle and access the pedestrian zones easily. If required, the bus route alignment and bus stop location will be reframed for robust public transport connectivity to these areas.

Bike Sharing Scheme

The bike sharing scheme is a part of non-motorized transport scheme in which the cycle can be used to reach different destinations on the rental basis. The cycling as an activity itself has a benefit of both at a personal as well as at a social level. Riding a bicycle every day is good exercise and improves one‟s health. It is very much environmentally and socially sustainable mode of transport. However, it is important to provide an infrastructure which can take care of the safety issues associated with cycling. Many of the cyclists feel that it is unsafe because of other vehicles on the road for which the running speed is immensely different. Hence the scheme is more effective with dedicated cycle tracks which can segregate cyclists from rest of the traffic.

Conceptually, the system works on a hub-and-spoke model. Figure 5-4: Concept of Bike sharing Typically, there is a main docking station and 6-7 sub-stations within a catchment area of 2.5 to 3 km. The main docking station can accommodate around 25-30 bicycles and is usually installed next to a transit node. The sub-stations are located nearby in residential colonies, work centers or commercial hubs, as the case may be. A person willing to rent a cycle, goes to either the main docking station or any of the sub-stations, pays a membership fee and fills in a membership form containing certain details of the user, (both being a one-time affair), swipes a smart-card issued to him, and takes the cycle. To deposit the cycle, he goes to any docking station and swipes the card which deducts the rent for his usage period and deposits the cycle. To avail the membership, he can go to any docking station, fill up the membership form and pay the membership fees or otherwise do it through the internet as per his convenience.

Some of the essential components of the scheme are listed below.

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Main Docking Station (at least 17m x 3m)

 Sheltered space for proper docking of at least 30 customized cycles  A small cabin for the Docking Station manager and space for smart card/ mobility card reader and support system for transactions  Space for washing of cycles and minor repair and maintenance of cycles

Sub Station (at least 7m x 3m)

 Sheltered space for proper docking of at least 10 customized cycles  A small cabin for the Docking Station manager and space for smart card/ mobility card reader and support system for transactions  Space for washing of cycles and minor repair and maintenance of cycles

Cycles

 State-of-the-art bicycles  In-built hidden GPS devices for tracking

Figure 5-5: Docking stations

Most of the substations can be located near activity centers including institutional buildings, hospitals, banks, commercial complex etc. The distance between two sub stations should be kept lower than 1 km.

5.5 Freight Management Strategy

Freight Management is an important component for city transportation planning. Freight movement is an inevitable process of trade and economy for a city. The entry of heavy commercial vehicles into the city will interfere with the easy traffic flow and there by acts as a hindrance in the easy movement of vehicles within the city. Hence the action plans are required such that the freight movement shall not interfere with the inner city traffic movement.

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Figure 5-6: Freight Management Strategy - Freight corridor - Concept

The action plans for improving freight movement are:

 Frame policies to restrict the heavy vehicle flow in the city  Identify freight corridors with the city  Permit heavy vehicles into the city only during specific hours possibly the non-working hours  Identify truck parking locations (freight terminals) at entry points of the city

5.6 Traffic Engineering and Management Strategy

Traffic engineering strategy aims at simplifying the traffic movement of people within the city, taking into consideration their safety, ease of movement and minimum bottlenecks. Traffic movement in the city should enhance the use of sustainable travel choices. The policies should be framed to increase the generalized cost of travel of motorized modes as compared to NMT and PT mode. The various action plans under traffic engineering strategy are:

 Junction Improvements  Parking Management and off street parking locations  One way plans  Road markings and signage improvements

5.6.1 Junction Improvement

Junction improvement helps in easing of the bottlenecks of traffic, as it is noticed that due to lack of planning and management maximum congestion occurs on junctions, further traffic accident rates are usually higher at intersections. Many factors affect accident occurrence at intersections, including traffic volume, traffic control, and frequency of access points, the number of arms, the speed limit, the median type and width, the number of

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh traffic lanes, the existing turn lanes and the lighting level. Junction improvement essentially involves the combination of the following elements:

 Closure of medians at certain intersections  Prohibition of free right turns  Provision of adequate sight distance  Providing adequate corner radii  Providing sufficient turning radii  Flaring approaches towards intersections  Providing channelizes/division islands  Providing pedestrian and cyclist crossing facilities  Bus stops near junctions to be re-located  Providing signs/lane-markings/lighting

Figure 5-7: Typical junction improvement measures

Pedestrians should be given priority at all the junctions. If it is difficult to channelize the pedestrian movement, it is advised to install pelican signals. In case pedestrian volume is high, priority to be given to pedestrian in traffic signal cycle time. Intersection improvements are recommended to facilitate the movement of public transport and safe movement and crossing of pedestrians at junctions.

5.6.2 Traffic Engineering and Management Measures

Traffic engineering aims at achieving safe and efficient movement of people and goods on roadways. With focuses on road geometry, sidewalks, crosswalks, cycling infrastructure, traffic signs, road surface markings, traffic signals, no parking zones etc.

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Figure 5-8: Traffic Engineering Measure - Channelizing Traffic

Traffic engineering 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 mean of problem solving. These measures are not very capital intensive and give instant results.

5.6.3 Pavement Markings and Signage

It is recommended that proper signs be installed at all appropriate locations. Road signs are classified in three categories: a) Mandatory/Regulatory Signs: To inform users about certain rules and regulations to improve safety and free flow of traffic. These include all signs such as STOP, GIVE WAY, Speed Limits, No entry etc. The violation of rules and regulations conveyed by these signs is a legal offence b) Cautionary/Warning Signs: To caution the road users of certain hazardous condition either on or adjacent to the roadway. Some examples are Hairpin bend, Narrow Bridge etc. c) Informatory Signs: These signs are used to provide information and to guide road users along routes. The information could include name of places, sites, direction to the destinations etc .

Traffic control devices such as Centre line, Traffic lane lines, Stop lines, Pedestrian crossings, Parking space Kerb marking for visibility, Obstruction marking etc must be provided keeping in view all users of the road and especially for night time driving. All the traffic signs should be facilitated as per the guidelines provided in IRC:67-2001.

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Figure 5-9: Mandatory Signs

Figure 5-10:Cautionary or Warning Sign

Figure 5-11: Informatory Signs 5.7 Demand Management Strategy

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh has the potential to deliver better environmental outcomes, improved public health and stronger communities, and more prosperous and liveable cities. A broad range of demand management strategies are available and can be brought to use depending on the situation and suitability. Some of the “tools” used for TDM are listed below:

 Subsidizing transit costs for employees or residents.  Car parking controls and pricing  Flex-time work schedules with employers to reduce congestion at peak times  Road space rationing by restricting travel at certain times and places.  Workplace travel plans  Road space reallocation, aiming to re-balance provision between private cars and other sustainable modes  Introducing active trip reduction programs  Public education and awareness programs  Parking Strategies

The city can choose and implement any of these strategies, as they do not have any significant financial implications and most of them are policy decisions.

5.7.1 Parking Strategy

Development of a parking strategy is necessary in order to shape the framework for the future provision, management and maintenance of parking facilities. The development of this Parking Strategy has been based on an understanding of the parking supply and demand position in the cities of Uttarakhand Metropolitan area – Dehradun, Haridwar, Rishikesh and Roorkee.

The parking strategies that would be considered includes

 On street parking facilities  Off Street parking facilities  Parking Pricing  Restriction of on street parking on mobility corridors

To encourage the use of off street parking facility, the on street parking charges should be kept higher than off street parking fees. The pricing should be based on three aspects viz type of parking, location and demand management. However, a detailed parking demand management study is recommended which may incorporate the financial viability and funding options for off street multistory parking schemes.

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5.8 Technological Strategy

Technological improvements help in making the city smart and its resident more efficient. Technological improvements can encompass changes in vehicle design, fuel use, energy use and reduction in CO2 emissions. Various actions framed for the same are:

 Smart signaling at intersections  Real time information systems for public transport  Introduce integrated ticketing system  Use of smart parking technologies

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CHAPTER 6

URBAN MOBILITY PLAN

Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh

6 URBAN MOBILITY PLAN

6.1 Land Use Transport Plan

Spatial distribution of land use activities determines the urban transport characteristics. By influencing the spatial structure of locations in the urban environment, land use planning can contribute to reduced travel kilometers and support a high transit share. Mixed Use development establishes a compact city and helps keep walking and cycling as attractive modes of transport.

6.1.1 Multi Nodal Transit Concept

The urban form and its spatial structure are articulated by two structural elements: Nodes & Linkages.

Figure 6-1: Compact City Concept Nodes are reflected as the centrality of urban activities; they can be related to the spatial accumulation of economic activities or the accessibility to the transport system.

Terminals, such as rail yards, and airports, are important nodes around which activities agglomerate at the local or regional level. Nodes have a hierarchy related to their importance and contribution to urban functions, such as production, management, retailing and distribution. While, Linkages are the infrastructures supporting flows from, to and between nodes. The lowest level of linkages includes streets, which are the defining elements of the urban spatial structure.

Figure 6-2: Mobility Corridor Concepts While an old city initially develops as a compact city, however in order to ensure there is balanced development, a multi nodal transit concept need to be promoted.

6.1.2 Transit Oriented Development

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh community and development enhancing a community with increased accessibility. Resilient neighborhoods will provide the daily living needs within walking distance (1/2 to 1 km radius) as shown in figure below.

Figure 6-3: Concept for Transit Oriented Development

The TOD planning process includes: a) Travel Connections: Convenient and direct pedestrian connections, pedestrian scale blocks, interconnected street network b) Building Scale and Orientation: Building placement is a powerful tool in reinforcing streets as public amenities. The quality of “out of vehicle” experiences is influenced by the placement of buildings in relation to the street and other buildings, as well as their height and scale. c) Public Spaces: This would include pedestrian-friendly streets including adoption of traffic calming measures, parks and Plazas as community gathering spaces to enable social interaction, quality facilities for transit users d) Parking: Parking structures/shared parking lots are two ways to reduce the amount of space occupied by parking facilities.

6.1.3 Integrated Land Use Transport Development

Tourist center should be developed considering the character of the study area. It should cater to both the floating and residential population. It should be well accessible, environmentally sound and have well developed infrastructure. At places with high pedestrian activity, the city should be made walk able with wider footpath and more options for non-motorized transport. In order to ensure the sense of safety and security, information systems should be provided.

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Dehradun:

Dehradun, being an old city is based on concentric zone model with major businesses lying within the core area of the city followed by various administrative offices and commercial centers around it. Following which majority of the passenger trips are destined to the core city area for all recreational, work and leisure related trips.

In order to decongest the CBD area, various smaller nodes need to be developed in the other parts of the city, with key activities may be shifted to these smaller nodes. This way, the trips destined to the inner city area may be redistributed to other parts of the city based on the shifting of the key activities area thereby, decongesting the inner city zone.

Further connectivity should be enhanced among these nodes and the area should be futher densified along the transit.

Figure 6-4: Key Activity Area around the CBD Zone

Ghanta Ghar is the central nuclei of Dehradun, whereas Rajpur Road, Cannought Place, Niranjanpur Mandi, Paltan Bazar, Indira Nagar, Saharanpur Road, Prince Chowk, Arhat Bazar, Ashley Hall, IT Park, Niranjanpur Mandi, Selaqui Area etc are the minor nodes developed around Dehradun City. In order to decongest the core

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh city area and for efficient and equitable distribution of transport demand throughout the city, it is imperative to develop sub-city centres in different parts of the city. Further, since all administrative offices, police headquarters, hospitals, colleges etc are based around CBD Area, there is a need to shift these activity hubs in other parts of the city so as to decongest the central Zone area.

Based on the existing Master Plan, some of the areas were identified having a potential of being developed as key activity node with mixed use development, with Dehradun witnessing major growth towards Haridwar and Saharanpur Road, It was assessed that area near Badowala, Bharpur, East Hope town may be developed for new node development promoting shifting of activities from CBD area to outer area of the city

Figure 6-5: Areas to be developed under mixed use development

Since the spread of activities in Dehradun shows a concentric model of development. Major Economic Nodes in Dehradun & the commercial area of the city mainly lies in the core area of the city. It includes Chakrata Road, Rajpur Road. The industrial zones are located in the Western part of the Dehradun city around SIDCUL Area near Shastradhara Road, Mohobewala, Selanqui, Langha Road etc.

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The development of a multi nodal transit concept will allow the city to grow in all the directions. Ghanta Ghar shall continue to be the city centre. However, the administrative centres and developments coming up within the CBD needs to be shifted to the other areas of the city as identified and any further development near clock tower should be carried out in a controlled manner so as to develop the nodes in a uniform manner around the city without congesting the CBD.

All nodes should consider a transport development strategy in accordance with the overall vision of the city. For example, the major nodes like Badowala, Bharpur, East Hope town and also areas near Niranjanpur Mandi, Ballupur, IT Park at Sahastradhara Road, Selanqui , Arhat bazar, Rajpur Road, Chakrata Road , etc. can develop a separate transport plan, which should also connect with the main public transport master plan, so that each node is well connected with other nodes through a dedicated mass transit system

Dehradun has the potential to adopt TOD principles. Following corridors are considered for transit oriented development (i.e. increase in population density by increasing FSI and promoting mixed use development and are shown in figure below.

 Rajpur Road  Gandhi Road  NH 72 A – Saharanpur Road  NH 72 – Haridwar Road  Chakrata Road

Figure 6-6: Transit Oriented Development along Major Corridors

Further, a detailed Transit Oriented Development (TOD) study needs to be carried out for the potential transit corridors.

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Haridwar:

In case of the city of Haridwar, the city center lies near to the Haridwar Railway station which is the main CBD area. The activity nodes are the Har ki Pauri, SIDCUL area, new market area, Jwalapur, BHEL industrial area and new planned sectors developing towards the south of Roshnabad.

The city core is a highly congested area which have high share of commercial development along the road and a mix of land use of small scale industries, ashrams and residential. Current scenario of the city suggests that density is very high in the core area near Har Ki Pauri. As the proximity from city center decreases the density also decreases.

Already the trends have been seen in terms of shifting of institutions like government buildings from city centre to the outskirts of the city. The shift of offices from city centre to Roshnabad is having impact on the travel behavior of the city. This along with development of SIDCUL and BHEL industrial areas have led to the demand of residential development in order to accommodate the influx of new population.

Jwalapur

Figure 6-7: Activity centers near the City core in Haridwar

Haridwar being a holy town, witnesses’ variety of events during the festivities. The footfalls during the festive season is tremendous and require special arrangements to be managed and all concentrated along Har ki Pauri, the same has great potential to be developed as a major tourist center with all tourist inflow at Har Ki Pauri

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh only. All city level business activities based at Jwalapur located adjacent to Har Ki Pauri, further concentrates the flow of movement in one direction only, leading to over densification of the area.

Figure 6-8: Proposed location for Tourist center

Figure 6-9: Mobility Corridor Concepts

Since, the city itself is expanding to new areas owning to growing industrial townships. The northwest part of city is undergoing development with new institutional and industrial estates under proposal and implementation stage. Efforts may be made to decongest the central core of the city with activities concentrated at Jwalapur be shifted outside.

As such it is imperative to propose new townships in areas near BHEL Township and Roshnabad. However, only providing for the residential needs of the incoming population will lead chaotic travel behavior and rise of private vehicles usage. It is important to integrate the land use development with proper public transport

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh access in such a way that these areas are connected to the mass transit line using feeder corridors. Mix used development to be promoted along the feeder as well as mass transit corridors.

Rishikesh:

Rishikesh, being a well-known religious town, attracts large number of domestic and international tourist. However, the concentration of activities is at Muni Ki Reti area across the river and near Swarg Ashram, Veerabhadra IDPL etc. While city commercial activities are limited to Manvendra Nagar, Someshwar Nagar, Indira Nagar.

Figure 6-10: Activity centers around the Rishikesh City Core

The figure above depicts the current trend of development in Rishikesh. The city core of the municipal limits of Rishikesh originates in Triveni Ghat. The density of development is highest in these areas. Same as Haridwar, the development density in Rishikesh also decreases as the proximity to the city centre decreases. The Veerbhadra ITS, had planned industrial township development, however current trends show negative growth rate in this area. The growth is continuing to concentrate in the city core. In order to mitigate the issues arising from high density unplanned development in city centre, it is important to decongest the city centre.

It is proposed that mixed use development should occur along the NH-72 which is the heart line of the city and along Rishikesh Bypass. Townships to be developed near Nepali Farm along with institutional and recreational development in the vicinity of these two corridors. As Rishikesh hosts a large number of floating population, hotels and recreational activities to be promoted along these corridors. This will create the demand and need

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh for a mass transit system in these corridors. In our public transport proposals later in this chapter, proposals are made to cater this demand which will arise from the upcoming development.

Figure 6-11: Proposed Areas for Mixed Use Development

Figure 6-12: Proposed Tourism center in Rishikesh

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh development of city, apart from developing the tourist zones, efforts need to be made to decentralize the activity area so it may not get over congested since the core area of the city lies near to railway station and bus terminal, the major commercial landuse faces an issue of congestions which needs to be improved.

Roorkee:

Figure 6-13: Existing direction of Development in Roorkee

In order to provide mobility solutions for Roorkee it is vital that there is an effective integration between land use and transport in the entire region, without which, it will be difficult to coordinate growth in sustained manner. Most of the new development/ construction in the city is taking place in open agricultural/vacant lands, majorly along the existing main roads. It has been observed that vast area of land is purchased in bulk and then converted into smaller residential plots for sale by providing access roads. These type of developments results in disintegrated development with no interaction with the existing or proposed city infrastructure.

Some of the new future development in the city are as follows.

 Setting up of industrial estate in shikarpur revenue village near Landhaura area on Roorkee – Landhaura – Laksar Road – rail route by U.P. state industrial development Corporation.  Greater Roorkee Development Plan 2041  Development of residential complex of 169 residential plots of defense personnel by Army Welfare Housing Organization in Shikarpur village area between Roorkee and Landhaura.  The area along the south of Civil lines roads are the new development hotspot in the city witnessing new private residential developments.

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Some of the strategies making transit friendly city through land use are given below.

Public Spaces: This would include pedestrian-friendly streets including adoption of traffic calming measures, parks and Plazas as community gathering spaces to enable social interaction, quality facilities for transit users (features such as benches, shelters, landscaping and adequate lighting make people feel comfortable while waiting for transit service). Additionally, services such as child care facilities, dry cleaners, postal facilities and health care offices can be included as part of bus transfer centers or rail stations.

6.2 Road Network Development

The cities of the Uttarakhand Metropolitan area – Dehradun, Haridwar, Rishikesh, and Roorkee have intense organic road network. This is a result of dearth of regulation on planning and haphazard development with the growing importance of tourism and now developing industrial estates. The rapid urbanization led to roads being laid in incremental manner to cater to increased traffic demand of private vehicles. Congestion on arterial roads and critical missing links are the key transport maladies. Absence of wider roads, fast lanes, flyovers on the major travel corridors, increased travel time and congestion have an adverse effect on the economic and growth of the capital city of Uttarakhand.

The cities mentioned have limitations of expansion due to its topographical nature –hilly terrains, valleys and river bound areas. In such a case, the existing road infrastructure gets over saturated.

At Regional level, the cities Dehradun, Haridwar, Rishikesh and Roorkee, experiences heavy traffic flow.

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To overcome the challenge, the cities need to develop measures to reduce the congestion within the city core area, separate out through trips, enhance the mobility and accessibility within the cities.

The locations of the cities are such that to reach the key activity or tourist area in each city, a person has to cross from the main CBD area, the same is evident in all four cities of study area. At present, these cities experiences high external trips which adds to the city traffic clogging the already congested area. Hence Bypass strategy should be introduced in the city to smoothen traffic flow.

6.2.1 Road Network Development

Presently a number of major road & junction improvements works are being carried out by various government agencies to augment the road network in the study area as presented in the Table below:

Table 6-1: Improvements works in Dehradun

S.no Schemes Details Agency working Footpath ISBT turner road- Shimla Bypass Shimla Bypass - Footpath laying and 1 Improvement Niranjanpur Sabzi Mandi improvements work was carried  Mandi to Railway station out by PWD  Railway Station- Clock Tower Junction Improvements already in process for: 2 Junction The junction improvements included widening of approaches Improvement • Buddha Junction wherever required, proper • Lansdown Junction geometrics of junction, overlay • Bangali Kothi of road, lane markings and • Liberty Chowk signalization. These works are • Guru Gobind Singh Chowk being carried out by MDDA. • Prem Nagar • SSP Office Junction • Clock Tower • Kanak Chowk • Bhel Chowk Junction Improvements under consideration: • Sahastradhara Chowk • Ballupur Chowk • Fawara Chowk • Railway Station • Kamla Palace • Dwarka Store-EC Road • Lalpul • Balliwala Chowk beneath Flyover • ISBT Chowk • Shimla Bypass • Krishali Chowk • St Joseph • Puliya No 2 • Laapur • Anurag Chowk Source: Traffic Police and MDDA

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These measures will improve the traffic conditions, however there is a need to further improve the existing transport infrastructure for future development, with a view to ensure orderly and smooth flow of traffic.

Further to improve the traffic movement of the city, various proposals apart from short term proposals have been suggested like medium and long term proposals, in order to improve the traffic conditions of the city in the future years with respect to the growing population of the city. These proposals include widening of existing road, provision of missing links in the network to relieve the overloaded transport network. Such measures would facilitate faster and easier access. The identification of these proposals was done after studying the existing/ projected traffic demand, previous proposals in CDP, Draft CMP Study 2012 for Dehradun, Master/Development Plans, SADA plan and discussions with the local authorities.

6.2.1.1 Road Widening

The analysis of traffic on various city roads and the volume capacity ratios shows that the city traffic is increasing day by day. The traffic on some of the important arterial roads is observed to be more than the actual capacity of the roads, which leads to complete halt of the traffic even with slight disturbance in the flow. The condition of these roads can be improved by widening the carriageway of the road and by streamlining various other activities like on-street parking, hawkers, loading/unloading of goods, encroachment on roads, etc. Based on this and in conjunction with the planned future role of specific corridors, certain critical links have been identified for widening and improvement.

Table 6-2: Carriageway Width - Existing and Proposed

Existing Proposed Existing Proposed Location carriageway carriageway no of no of Priority width(m) width(m) lanes lanes Gandhi Road 9 14 3 4 Phase I

Eastern canal Road 12 14 4 4 Phase I

Raipur Road 6.5 14 2 4 Phase I

Kanwali Road 6.2 14 2 4 Phase I

Haridwar Road(Prince chowk to Aragarh chowk) 9 14 3 4 Phase I

Haridwar Road (Aragarh chowk to Dharampur chowk) 11 14 3 4 Phase I Haridwar Road (Dharampur Chowk to 7 14 2 4 Phase II Rispanapul Chowk) Haridwar Road (Rispanapul Chowk to 16 21 5 6 Phase II Jogiwala Chowk)

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Existing Proposed Existing Proposed Location carriageway carriageway no of no of Priority width(m) width(m) lanes lanes Saharanpur Road (Prince Chowk to Railway Station) 13.2 14 4 4 Phase II Saharanpur Road (Railway Station to 12.7 14 4 4 Phase I Saharanpur chowk ) Tilak Road 6.4 14 2 4 Phase III

Subhash road (EC Road to Kanak Cinema Chowk) 8.5 14 2 4 Phase III

Subhash road (Pant Road to Haridwar Road) 7.2 14 2 4 Phase III

Ugrasain Marg(Kanak Chowk to Survey Chowk) 5 14 2 4 Phase II

The traffic on some of the important arterial roads is observed to be more than the actual capacity of the roads, which leads to complete halt of the traffic even with slight disturbance in the flow. The traffic analysis and speed-delay survey shows a level of service (LOS) “4” on roads. The condition of these roads can be improved by widening the carriageway of the road and by streamlining various other activities like on-street parking, hawkers, loading/unloading of goods, etc.

Gandhi Road: Stretch from Ghanta Ghar to Tehsil Chowk witnesses huge traffic the whole day around. However due to limited right of way available in the area, encroachment along the roads impact the movement of the traffic, leading to traffic jams the whole day. Widening of this road stretch and removal of encroachment along the stretch shall assist in easy movement of traffic

Eastern Canal Road: Stretch from Bhel chowk to Araghar chowk also witnesses huge traffic, with a number of junctions on the stretch, the road faces traffic at Survey Chowk, Secretariat Chowk, Survey Chowk and at Aaraghar Chowk. With Survey Chowk having a number of offices and Araghar Chowk with a number of whole sale market, widening of the road and removal of encroachment along the stretch shall assist in easy movement of traffic

Raipur Road: Stretch from Survey Chowk to Rispana Pul needs a widening of the road, as the stretch faces frequent congestion

Kanwali Road -Stretch from Saharanpur Chowk to Balliwala Chowk witnesses’ heavy commercial activity on both sides of this road. The peak hour traffic observed is 2200 PCU and the volume-capacity ratio is 1.83. Widening of the existing carriageway from 6.2m to 14m is proposed to ease off the movement of the traffic.

Other roads which need immediate attention includes Saharanpur Road an important arterial road catering to both inter-city and intra-city trips of the people. The Stretch covering Saharanpur Chowk to Railway Station to Prince Chowk, Vehicles entering from Saharanpur side use this road to reach Dehradun city and for further moving towards Mussoorie.

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Heavy commercial activities were observed on both sides of the road. Arhat Bazar is located along this road which encourages loading/unloading of goods vehicles and is the main cause of delay for vehicular movement. Further encroachment on the roads and unauthorized on street parking adds to the reason of traffic congestion, by prohibiting on-street parking of vehicles, performance of the road can be improved.

Haridwar Road- Stretch from Prince Chowk to Aragarh Chowk to Dharampur Chowk, the arterial roads catering to both inter-city and intra-city trips of the people. Vehicles entering from Haridwar use this road to reach Dehradun city and for further moving towards Mussoorie. However, limited ROW and on-street parking of vehicles acts as the hindrance to the free flow of traffic. Thus prohibiting on-street parking of vehicles would assist in improving the performance of the road.

Further encroachment and Spillover of commercial activities onto the carriageway by the traders and hawkers are observed in this area which acts as the hindrance to the flow of traffic. Therefore, there is a need to streamline the traffic movement and the commercial activities by widening the road and providing space to accommodate both traffic and hawkers.

Rispanapul Chowk to Jogiwala Chowk: Widening of the existing carriageway from 16m to 21m is proposed.

Figure 6-14: Roads proposed to be widened – Dehradun

Haridwar Bypass Road (Railway Crossing to I.S.B.T Chowk): This is one of the important arterial roads catering to both inter-city and intra-city trips of the people. Trucks and cars entering from Haridwar use this road to reach I.S.B.T and for further moving towards Shimla. Heavy development will take place in the areas abutting

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh the Haridwar Bypass road in the near future due to its location and increased accessibility which will further increase the traffic on this road.

The roads proposed for widening in Dehradun are shown in Figure 6-14.

Haridwar: In order to ease of the movement, within Haridwar, three roads are proposed for widening in Haridwar area. The Haridwar Bypass and Kankhal Jwalapur road are the heart line of the city with runs through heavy congested areas and acts as the major arterials in the city. Widening of these two roads is necessary as it would enable to accommodate third order of PT services which will ease the congestion. Hillock bypass road which starts from Shivlok Nagar to Haridwar Jail area needs to be widened as the new development are coming along this road and faces congestion. The roads proposed for widening in Haridwar are shown in Table 6-3.

Figure 6-15: Proposed Roads to be Widened - Haridwar

Table 6-3: Roads proposed to be widened - Haridwar

Existing Proposed Existing Proposed Location carriageway carriageway no of no of Priority width(m) width(m) lanes lanes Haridwar Bypass(Old road) 9 14 2 4 Phase II Kankhal Jawalapur 10 14 2 4 Phase III Hillock Bypass (shivlok Nagar to Haridwar Jail area) 7 24 2 6 Phase I

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Rishikesh:

The Master plan 2011 had proposals for road widening - width of Haridwar- Rishikesh road to be increased from 45 m to 60 m till Natraj Chouraha, Width of Lakshman jhula road to be from Chandrbhaga to railway as 20m and railway road to bypass as 24.4m. Based on the travel demand assessment made, it was assessed that these routes still require considerable improvement

Table 6-4: Roads proposed to be widened - Rishikesh

Location Existing Proposed Existing Propos Priority carriageway carriageway no of ed no width(m) width(m) lanes of lanes ISBT road 7 14 2 4 Phase II Dehradun road from Triveni 7 14 2 4 Phase I Chowk to Natraj Chowk Lakshman jhula road to be from Chandrbhaga 9 14 2 4 Phase II to railway station Railway road to bypass 7 14 2 4 Phase II

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Figure 6-16: Roads proposed to be widened - Rishikesh

Roorkee: Roorkee city which falls between the Muzzafarpur, Haridwar and Saharanpur, experiences heavy external to external traffic which presently flows through the city centres. Considering this scenario and the city network, a ring and radial network is proposed, with outer rings being the by-pass which shall essentially divert the external traffic and radials being the mobility corridors are meant exclusively for the city traffic. The concept is explained in the figure below.

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transportation hubs such as the railway station and the bus terminal with the city centres, growth centres and major areas, regionally. The proposed corridors are shown in the table below.

Table 6-5: Roads proposed to be widened - Roorkee

Length Proposed No S.No. RoW improvement Priority (Km) of Lanes 1 Talhegi to Lal Kurti Cantonment 1 4 Phase I 2 Railway Station to Ganesh Pur 1.1 4 Phase I 3 Salempur to Ramnagar Chowk 1.5 4 Phase I 4 Madhopur to Rampur 1.1 4 Phase I 5 Inner Ring Road 8 4 Phase I

6.2.1.2 New Roads/Missing Links

Based on the assessment carried out for easing off the movement of traffic, and as per the Master Plan following new roads/missing links are proposed to be constructed to augment the road network of the study area as shown in Table and Figure below.

Table 6-6: New Roads proposed

S.No. Name Length (Km) Proposed Number of Lanes

Dehradun

Bypass Road connecting ISBT chowk to Nanda Ki Chowki via 1 8.4 4 Badowala, Baniyawala and Shyampur Bypass Road connecting Nanda Ki Chowki along Noon River 2 13.3 4 upto Hariyawala Khurd Bypass Road connecting Transport Nagar to ISBT chowk 3 5 4 connecting Nanda Ki Chowki Bypass Road connecting ISBT to NH-72 Haridwar Road near 4 8.7 4 IIP Strengthening of existing road from Hariyawala Khurd to 5 8.3 4 Mussoorie Road

6 Roads connecting Pattribagh Area to : a Race Course and Pattribagh 1 4 b Pattribagh Chowk to Mata Mandir 1.1 4

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S.No. Name Length (Km) Proposed Number of Lanes

Road from Pattribagh Chowk to Mata Mandir to Haridwar c 1 4 Bypass Road Haridwar

1 New Haridwar By Pass 24.4 8

2 New Road from Bahadarabad to Kangri 11.3 8

3 New Road through Ruhalki Kishanpur 2.1 6

4 New Road through Bhagtanpur Abidpur Urf Ibrahim 2.4 6

New Road along the railway Line from Roorkee-Hardiwar 5 4.1 6 Road through Ikkar upto New Haridwar By Pass

6 New Jagjitpur to Bahadarpur Jatt Road 5.8 6 New Road from Roorkee Haridwar Road upto Jamalpur Kalan 7 2.4 6

Roorkee

1 By pass road connecting Rampur and Beladpur 9.8 4

 Continuous kerb, footpath and bi-cycle lanes  Service roads where feasible  Restriction or preferably prohibition of parking on the carriageway/shoulders  At-grade/grade-separated public transport systems as per the public transport/mass transport master plan

The Figure 6-17 shows the indicative cross sections of various ROWs of roads to be followed for mobility corridors.

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Dehradun:

The new roads proposed in Dehradun opens up new areas and enhance the connectivity in south east, south west and north west area. Haridwar Bypass in Dehradun is continued to join at the Chakrata road at the outskirts which can be used by the through traffic thus reducing the traffic on the main radials. Figure 6-18 shows the new roads proposed for Dehradun.

Figure 6-17: Road Cross Sections for different ROW

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Figure 6-18: New roads proposed in Dehradun

Haridwar:

The new roads proposed in Haridwar (Figure 6-19) are:

 New Haridwar by Pass  New Road from Bahadarabad to Kangri  New Road through Ruhalki Kishanpur  New Road through Bhagtanpur Abidpur Urf Ibrahim  New Road along the railway Line from Roorkee-Hardiwar Road through Ikkar upto New Haridwar by Pass  New Jagjitpur to Bahadarpur Jatt Road  New Road from Roorkee Haridwar Road upto Jamalpur Kalan

Apart from the New Haridwar Bypass, all other roads proposed are south of the canal. Future urban development is projected to grow in north west and in south direction of the canal. As such it is imperative to provide road infrastructure. This will further enhance the rate of development projected. The new road proposed in Haridwar connects Bahadarabad to Kangri, this is in line with PWD and NHAI proposal. The proposal for ring roads is followed same as proposed in the master plan.

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Figure 6-19: New Roads proposed in Haridwar

Roorkee:

One new by-pass road connecting Rampur and Beladpur is proposed in Roorkee. This will enhance the freight movement as well as the flow of through traffic. The proposed road is shown in the Figure 6-20.

Figure 6-20: Mobility corridors proposed in Roorkee

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6.2.1.3 Road Infrastructure (Bridges/Rail Crossing/Grade Separators)

Currently the study area is witnessing increase in traffic, it is seen that at a number of places, traffic flow is beyond the saturation capacity of the intersection or busy level crossings cutting across arterial roads. Following which, it becomes imperative to provide for grade separation along the predominant flow direction to ease the movement of flow and reduction in the conflicting movements at junctions. Following which a few grade separators in terms of ROB & Flyovers have been proposed on certain busy stretches to reduce congestion and delays.

Table 6-7: New ROB/Flyovers proposed

Proposed Length S.No. Name Number Priority (Km) of Lanes Dehradun ROB 1 ROB on NH-72 Haridwar Road 0.7 6 Phase II 2 ROB connecting Tyagi Road to New Road – connecting 0.6 4 Phase II Race Course and Pattribagh 3 ROB on Mata Mandir Road 0.5 4 Phase II 4 ROB on Haridwar Bypass Road 0.5 4 Phase II Flyovers 5 Flyover on Haridwar Bypass Road with new Bypass Road – 1.0 4 Phase II connecting Nalapani River from Tapovan Road to Sahastradhara Road and further upto Rajpur Road 6 Flyover on Saharanpur Road near junction with 0.6 4 Phase II New Bypass Road - connecting Transport Nagar Haridwar 7 Construction of 4 Lane Motor Bridges across Ganga upto 3.69 4 Phase I Kangri Roorkee 8 Bridge (Solani River) NH -58 By Pass 0.2 4 Phase I 9 ROB near Nangla Koyal 0.3 4 Phase I 10 Bridge Upper Canal 0.2 4 Phase I 11 Bridge near Thanshi Pur 0.1 4 Phase I 12 ROB Near Rahimpur 0.2 4 Phase I

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6.3 Public Transport Improvement Plan

Public transport is one of the most environmentally sustainable forms of transport. CMP divides public transport improvement plans into a number of sections, including service improvements for buses, trams and para-transit, appropriate Mass Rapid Transit (MRT) Options and infrastructure development plans and intermodal integration plans.

The public transport system for the cities in the Metropolitan area should be convenient, efficient, affordable, reliable and integrated. Since no organized public transport services is available currently within Dehradun, Haridwar, Rishikesh, and Roorkee, there is a need to provide efficient public transport system which provides connectivity to all end of the city, which apart from adding new infrastructure also involves existing infrastructure improvements like reserving lanes and operational improvements of private buses like optimizing routes and schedules. The improvement in public transport is likely to not only create & maintaining the existing modal share of public transport, but also to create a shift from other modes to public transport.

Public transport system planning will not only consider where terminal, routes and stops are placed but also whether they are accessible to all potential users. The plans for the system should take into account the accessibility issues for pedestrians and cyclists, the differently abled and elderly people as well as private vehicle users after they have parked their vehicles.

The proposals under public transport improvement plan are: a) Development of mass rapid transit systems b) Providing last mile connectivity and ensuring multi-modal integration in public transport c) Providing adequate infrastructure facilities for public transport in terms of intermodal mobility hubs, bus stops d) Implementation of ITS to improve the reliability of public transport systems e) Promoting public participation and campaigning mass awareness programs.

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Figure 6-21: Integrated Public Transport – Concept

Mass Transit Systems are designed to move large numbers of people at one time. Mass Rapid Transit systems usually run on special guide ways which will lead to lower travel time, and decreased congestion.

Mass Transit Systems are further classified into 3 types:

First Order Mass Transit System:

First order mass transit systems include high capacity mass transit with high, medium and low mobility. A number of technologies are available for mass transit and as some of the technologies, especially metro rail, are highly capital intensive, hence it is necessary to have certain guidelines for choice of different modes. The guidelines for selection of mass rapid transit systems are prescribed by the working group report for 12th Five Year Plan.

Based on detailed literature study on the characteristics of various mass rapid transit systems, the table below explains the comparison on its design and operational characteristics.

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Table 6-8: Comparison of Transit Systems

Elevated Transit Elevated Underground At grade Elevated At Grade Light Light Systems/ Medium Medium BRTS BRTS Metro/Light Rail Metro/Light components Metro Metro Rail FINANCIAL PARAMETERS Annual O&M Cost per Km 2 2.5 4 5 5.5 6 (Cr) 15- 40- Capital Cost 20(Diesel) 50(Diesel) 85-100 180-210 250-350 350-550 per Km (Cr) 25- 55- 50(Electric) 65(Electric) Construction 1-2 years 1.5-2 years 1.5-2.5 years 2-3 years 3-5 years 3-7 Years Period TRAFFIC PARAMETERS Capacity 6,000 - 6,000 - 25,000- 6,000-25,000 6,000-35,000 25,000-45,000 (PPHPD) 10,000 25,000 45,000 Average 25-30 25-40 25-35 30-40 30-40 30-40 Speed (kmph) Total Capacity 60 Standard 60 Standard 150-250 per 165-300 165-300 per 100-150 per Car (Pass.) 110 Art. 110 Car per Car Car

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Elevated Transit Elevated Underground At grade Elevated At Grade Light Light Systems/ Medium Medium BRTS BRTS Metro/Light Rail Metro/Light components Metro Metro Rail 170 Bi-art. Art.,170 Bi- art. ENGINEERING PARAMETERS Exclusive Exclusive Physical Segregated Excl. right At grade Grade Grade Excl. At-grade Segregation RoW of way Separated Separated 12-15m Right of Way 18-24 m 12m 18-22 m 11-12m 12-15m

Stn. Spacing 500 – 1000 500 – 1000 700-1000 700 – 1000 800-2000 800 – 2000 (m) Diesel, Diesel, Third Third Overhead Third rail/Over Fuel Type CNG, CNG, rail/Over rail/Over traction/Electric Head Electric Electric Head Head Axle - 10-11 10-11 10-11 16-17 16-17 Load(Tonnes) Minimum Curve Radius 12-20 12-20 25 25 100 100 (m) DPR for Amritsar LRT projects in Trivandrum, DMRC Source PCMC BRTS DMRC DPRs BRTS Lyon, Bordeaux Kozikode, DPRs Vizag metro

Second Order Mass Transit System:

Second order Mass Transit systems includes bus based system, PRT (Personal Rapid Transit) as well as cable propelled transit.

Bus Based:

In Second order mass transit mini buses are a viable option where there is shortage of ROW and also acts a good feeder service to the trunk systems. The following are the types of Mini Buses in terms of technology:

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Standard van: A factory-built 12- or 17-passenger vehicle (including the driver). These vehicles have side passenger doors and are difficult for some elderly persons to board because they must pull themselves up into the vehicle while also ducking down at the same time. The usual life expectancy of vans ranges from about 2,00,000 to 2,40,000 Km.

Minivan: A factory-built vehicle designed to be something between a car and a van. They hold seven passengers, including the driver. Some minivans undergo extensive factory conversion in order to make them more accessible to differently abled persons.

Midi Bus: These vehicles are wider and taller than standard vans. Like van conversions, they have walk- in, front entry doors and a centre aisle, but they are wider and higher than van conversions, with interiors tall enough to allow a person to stand and four- across seating. Midi buses are made with various wheelbases, designed to accommodate 16, 20, 24 or 28 passengers (excluding the driver). When equipped to handle 24 or more passengers, an extra rear axle is usually added. When midi buses are equipped to handle wheelchairs, four seats are removed for the wheelchair lift assembly and four seats for each wheelchair tie down. Therefore, a midi bus designed to handle 20 passengers would convert to a vehicle holding 12 passengers and one wheelchair tie down.

PRT:

Personal rapid transit (PRT), also referred to as pod cars, is a public transport mode featuring small automated vehicles operating on a network of specially built guideways. PRT is a type of automated guideway transit (AGT), a class of system which also includes larger vehicles all the way to small subway systems. In terms of routing, it tends towards personal public transport systems.

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Figure 6-22 PRT Technology

PRT vehicles are sized for individual or small group travel, typically carrying no more than three to six passengers per vehicle. Guideways are arranged in a network topology, with all stations located on sidings, and with frequent merge/diverge points. This allows for nonstop, point-to-point travel, bypassing all intermediate stations. The point-to-point service has been compared to a taxi or a horizontal lift (elevator).

Cable Propelled:

Another feasible option of a transit system owning to the hilly terrain of the region is the cable car transit system also known as cable propelled transit (CPT). It is a transportation technology that moves people in motor-less, engine less vehicles that is propelled by steel cables. The two main cable car transit configurations include Top-Supported systems (vehicles/cabins supported from above) and Bottom–Supported systems (vehicles/cabins supported from below via track).

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Figure 6-23: Various Cable Car Transit Technologies

There are six major top-supported Cable car transit system available at present, as listed and a comparison of these based on critical parameters are given below:

 Mono-cable Detachable Gondola  Bi-cable Detachable Gondola  Tri-cable Detachable Gondola or 3S  Funitel  Aerial Tram  Pulsed Gondola

Third Order Mass Transit System:

Third order mass transit system includes Aggregator Cabs, e-rickshaws and other IPT modes (Vikram, Chakras, Auto Rickshaws etc.) as well as individual cabs.

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Figure 6-24: Aggregator IPT

These type of intermediate mass transit enhances the last mile connectivity and also they are flexible in terms of availability and don’t have any fixed routes.

To make the public transport a more sustainable option, it is important to use cleaner fuels. Countries across the globe are aiming to reduce their dependency on petroleum products and tap into comparatively cheaper form of energy. Policy makers are now looking at electric-mobility as a way to address energy supply issue in the future. Electric mobility/ e-mobility refers to the concept of electricity driven vehicles (commonly known as electric vehicles) and hybrid vehicles, in order to reduce the dependency on fuel driven automobiles, while also addressing carbon emissions. De‑carbonization of public transport is expected to tackle environmental issues such as air-pollution, particularly in densely populated areas.

For the study area, Electric mobility option can be considered for intermediate para transit as well as feeder service on an immediate basis.

These systems as individual entity would assist in improving last mile connectivity, however the same needs to be well integrated with main mode of public transit system to provide a seamless travel experience. The concept of Multi Modal integration involves a holistic approach for providing an integrated transport solution to the users of public transport. The Planning of Multi Modal integration is an approach to ease of the journey of the users using different modes, by offering seamless transfer

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Source: Integration for Seamless Transport, John Preston

Figure 6-25: Integrated systems

Each intermodal station will consist of three main components:

• An integrated terminal facility with adequate facilities and amenities to cater to the requirements of all user groups • A mixed-use development with shopping, office spaces and other commercial activity to enable people to fulfil all the needs by using public transport • Provision of Park-and-Ride facility to encourage the use of public transport

The public transport improvement plan for the cities in the study area based on the above concepts are discussed in the following sub sections.

6.3.1 First Order Mass Transit System

The urban transport model developed for Dehradun, Haridwar, Rishikesh, Roorkee has evaluated the potential of mobility corridor. The same is assessed based on the PT-Ridership for horizon years. For each city the assessment was carried out wherein the highest potential mobility corridor was identified, with maximum influence area, providing transit connectivity to majority of the city commuters, followed by a regional level transit connectivity. The PT-Ridership assessed at the city level on the high potential urban mobility corridors which need first order transit system are discussed below:

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Table 6-9: Ridership on corridors in Dehradun

Options Alignment Length( Daily Daily PHPDT PHPDT Km) Ridership Ridership 2038 2048 2038 2048 Case 1-A NS Kandholi to ISBT 9.6 106604 134933 3730 4721 EW FRI to Vidhan sabha/Rispana 10 145023 183562 5975 7563 Case 1-B NS Kandholi to ISBT 9.6 118096 149479 5063 6408 EW FRI to Raipur 13.8 128513 162665 4118 5212 Case 2 A NS Along Canal Road 12.7 118643 150172 5972 7559 EW FRI to Rispana Bridge 10 144459 182848 5056 6400 Case 2 B NS Along Mussoorie Road 12.8 113699 143914 5913 7484

EW FRI to Rispana Bridge 10 144459 182848 5056 6400

Dehradun:

Figure 6-26: First order transit corridor in Dehradun

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Referring to the case of Dehradun, based on the assessed PT-PHPDT demand on the various road corridors of the cities individually, a dedicated mass transit corridor is suggested for the same. The identified corridors for the mass rapid transit system are mentioned below:

FRI to Raipur/Vidhan Sabha: This Corridor catchment area includes FRI –Ghanta Ghar – Darshan lal chowk - Araghar Chowk- with linkage to Raipur Road and to Haridwar Road

Spur Lines proposed connecting Raipur Road and Haridwar Road witnesses high traffic demand and provides connectivity to major commercial and public institutions along with residential areas.

Mussorie Rd/Canal Road to ISBT: The corridor’s catchment area includes Mussoorie Road – Canal Road- Kandholi-Rajpur Road - Ghanta Ghar –Darshan Lal Chowk - Railway station - ISBT

Connectivity is proposed to both Mussoorie Road and Canal Road, considering the fact that, both the roads are serving the residential, commercial and key employment areas, which are high demand transit corridors and requires dedicated transit connectivity. In Dehradun it was assessed that, apart from central core area of the city, which is highly congested, various nodes are emerging as key activity areas which if directly connected with CBD area with some Mass transit system may play an important role in decongesting the CBD area and promoting multi nodal concept with balanced development within the city.

Similar to it, the linkages between Dehradun, Rishikesh, and Haridwar, witnesses high traffic demand and due to absence of adequate service available, have high share of private vehicles commuting in between the three cities. In order to discourage the high share of private vehicles and to provide smooth connectivity in between the cities, it is proposed to have a dedicated rapid transit system connecting the three cities. The proposed linkage will assist in reducing the travel time, travel cost, and further reducing the high share of private vehicles, stressing the existing road infrastructure.

Table 6-10: Ridership on intercity corridor

Daily Ridership Daily Ridership PHPDT Alignment Length(Km) PHPDT 2048 2038 2048 2038 Haridwar to 33 70405 89115 3520 4455 Rishikesh Dehradun to 45 53286 67446 2664 3372 Rishikesh

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Daily Ridership Daily Ridership PHPDT Alignment Length(Km) PHPDT 2048 2038 2048 2038 Dehradun to 59 115867 146658 4635 5867 Haridwar After detailed travel demand assessment, wherein various routes were assessed with a view of providing connectivity, the potential corridor with highest mobility is shown in figure below:

Dehradun – Rishikesh - Haridwar Corrdor:

Figure 6-27: Corridor connecting Dehradun-Rishikesh-Haridwar

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Figure 6-27 gives the intercity corridor alignment. The enlarge map is given as Annexure 4. Connectivity to Airport is suggested through second order transit system due to low demand assessed in the Area. Apart from the inter city connectivity required for the area, looking at the cities individually, it is assessed that considering the movement pattern, each city require a dedicated route to serve the transport demand. However, considering the road profile and the demand assessment, corridors have been identified for providing high capacity transit system, and other lower order transit system routes, the same is discussed in section covering second & third order transit system

Further, in addition to a mass transit system, there is a need to have second order transit system also so as to connect other fringe areas of the cities falling within the study area. Along with this, first and last mile connectivity is the essential determinant in the use and success of any public transport system. Often last mile connectivity is read synonymous with feeder services. However, it implies much more than just a feeder service; it incorporates:

 Easy availability of mode and options  The time and cost incurred in the last mile  Ease of changing between modes  Ease of walking/cycling to/from stops/ stations.  Ease of walking and cycling from the mass transit system stations are discussed in detailed in the next section along with non-motorized transport strategy.

The mass rapid transit systems shall be supplemented by a feeder service at all stations to enhance the accessibility of the users. Some of the metro systems in other cities of India are operating Mini Buses (15 to 20 passengers) and Midi Buses (20 to 35 passengers) as part of feeder service

6.3.2 Second Order Mass Transit System

The urban transport model developed for Dehradun, Haridwar, Rishikesh, Roorkee has evaluated the mobility corridor and the PT-Ridership values on all major corridors of the cities for 2048. The route length identified for each city considering the high potential urban mobility corridors are discussed below:

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Dehradun Total Route Length (km) End points

Dehradun Second Order Transit - 265 Corridor (19 Routes) Haridwar Haridwar Railway Station to Second Order Transit Corridor 1 20.7 SIDCUL Haripur Kalan to Indian Overseas Second Order Transit Corridor 2 17.6 Bank in Jwalapur Rishikesh

Second Order Transit Corridor 1 10.9 ISBT - Raiwala station

Dehradun:

Currently no proper organized public transport service is available within Dehradun. State run buses provide inter city services. Only a few routes have been identified by RTO wherein private bus operators run a private intra city bus service for the city residents. These buses have no authorized parking area and are parked in Parade Ground near Clock Tower

In order to offer connectivity within the region, existing routes are proposed to be operational under second order transit system, in addition to other identified routes which are presented in the map below:

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Figure 6-28 Second Order Mass Transit Corridor in Dehradun

It is suggested to continue with the existing operational routes, with an objective of providing an alternative transport mode and first and last mile connectivity. The routes should be rationalized based on the demand assessment carried out for the main mass transit corridor in future. However, three new extensions have been added in order to increase the transit coverage in Dehradun city.

S.No Corridors Length (km) 1 Banjarawala - Kargi - Gularghati (existing) 35 2 Bhagwantpur - Supply Bus Stop 4.5 3 Clement Town – ISBT 2.9 4 Dehradun - Doiwala (existing) 4.7 5 Dehradun - Raipur - Maldevta (existing) 21.3 6 DL Road - Defence Colony (existing) 17.2 7 ISBT - Parade Ground - Sahastrdhara (existing) 8.9 8 Kolaghad - Vidhansabha (existing) 10 9 MDDA - Dalanwala - Dathmandir (existing) 4.1 10 Parade Ground - Prem Nagar - Parbal (existing) 17.1 11 Parade Ground - Pelio Mankasind - Naya Gaav (existing) 30.4 12 Prashant Colony - Bus Stand Raipur 2.3

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S.No Corridors Length (km) 13 Prem Nagar - Gularghati (existing) 22.7 14 Premnagar - Raipur (existing) 18.9 15 Premnagar - Chowkicholas (existing) 9.7 16 Purkalgaon - Mothrovala (existing) 18.4 17 Rajpur - Clement Town (existing) 26 18 Seemadhar - Nalapani (existing) 9.6 Thana Cantt - Ballupur - ISBT - Rispanapul - Subhash Road Parade Ground 19 (existing) 23.1

It was also observed that some of the important residential areas like Dalanwala, Adhoiwala, Dharampur, Race Course, Govind Nagar, Chukkuwala, Dobhalwala, Subash Nagar, Vasant Vihar, Indira Nagar, Smith Nagar, etc are missing connectivity through transit system. Following which there is a need to extend the network connectivity to these areas in order to enhance the public transport connectivity. Technologies like Electric buses, Cable car, Personal Rapid Transit System (PRT) etc., can be considered under second order transit system as per alternative analysis study and to be implemented within Dehradun City based on the detailed feasibility assessment.

Further, at present the city buses are based on old fuel technology and are operated by Private operators which are in dilapidated conditions and needs tremendous improvement. It is suggested that buses with improved fuel technology may be introduced within the city, with due consideration to the prevailing pollution levels, and the same may be brought under Municipal Corporation & Transport Department, so that the same may be closely monitored and operated. For Dehradun, as per Smart City proposal 30 Electric buses have been proposed for the city. However, considering the demand of the city for horizon year 2038 it is proposed to increase the bus fleet size from 573 buses to 676 buses in a phased manner in order to strengthen the existing bus service with an improved fuel technology, i.e., electric buses.

As per the smart city proposal, out of the 30 electric buses 22 are 12 m and 8 are 9 m (all AC) and are proposed to ply on 3 Bus Routes

 Sudhowala to Raipur

 ISBT to Clock Tower Jakhan/ IT Park

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 Clock Tower to ISBT to Airport

Figure 6-29: Bus route proposal by Dehradun smart city ltd

Considering the road network and available widths in Dehradun, it is suggested to explore E-rickshaws to improve the first and last mile connectivity in the city. The E-rickshaws have a seating capacity of 3 to 5 passengers including a driver. On each charge the vehicle runs for 50 to 80 kms on average. The size of the vehicle is small, which is an advantage and helps it maneuver in tight corners and narrow roads. This helps in commuting the vehicle through crowded commercial and residential areas, which effectively helps in increasing the ridership.

The timings of operation can be linked with the operational hours of the transit Service with the frequency linking with the frequency of the main public transport system so as to have minimum waiting time for the passengers.

City Locations for developing multi modal integration systems

• Railway Station : Integration of Indian Railways , Proposed MRTS, City Bus, IPT Dehradun • Dehradun ISBT : Integration of City Bus Service, Proposed MRTS and IPT • Near Ghanta Ghar: Integration with MRTS, City Bus and IPT

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Further with the addition of electric fleet, it is proposed to redevelop the bus terminal in future, as in Dehradun, main ISBT was developed under PPP basis with all latest technological amenities, a need has been felt that the bus terminal located in the centre of the city, i.e, Mussoorie bus stand needs to be developed in an organized manner with all infrastructure facilities with provision of parking for city buses also and may be relocated in future.

Haridwar:

Figure 6-30: PT corridor proposed in Haridwar

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The identified corridors for the mass rapid transit system are given below:

First order transit corridor: This corridor catchment area includes Motichor - Har-Ki Pauri - Railway Station - Uttrakhand Sanskrit Academy

Second order transit corridor:

 Hardiwar Railway Station- SIDCUL Area : 20.7 km  Haripur Kalan to Indian Overseas Bank in Jwalapur : 17.6 km

Second order transit system routes are proposed on the existing IPT routes as these are already established as high demand routes. The initiation of public transport can be done with the introduction of Midi-Buses/Mini Buses but later options can be explored for implementation of other second order technologies like PRT/ Cable car etc. The choice of system technology depends on Alternative analysis and feasibility study.

Initially, the plan aims to take 60 buses per lakh population as per LoS 1 of SLB.

The fleet size was estimated based on travel demand (estimated ridership considering modal shift)

Year No of buses required 2028 228 2038 264

Considering the road network and available widths in Haridwar, it is suggested to explore E-rickshaws to improve the first and last mile connectivity in the city. The E-rickshaws have a seating capacity of 3 to 5 passengers including a driver. On each charge the vehicle runs for 50 to 80 kms on average. The size of the vehicle is small, which is an advantage and helps it maneuver in tight corners and narrow roads. This helps in commuting the vehicle through crowded commercial and residential areas which effectively helps in increasing the ridership.

The timings of operation can be linked with the operational hours of the Transit Service with the frequency linking with the main public transport system so as to have minimum waiting time for the passengers.

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Haridwar Bus terminal needs to be well developed in order to accommodate the growing demand of the area, which may further be interlinked with Railways to smoothen the connectivity of the region.

City Locations for developing multi modal integration systems

Haridwar Railway Station: Integration of Indian Railways, Proposed MRTS, City Bus, IPT

Rishikesh:

As similar to Haridwar, the first order transit corridor proposed for inter city connectivity will also serve the intra city trips of Rishikesh city, with majority of city area falling within the catchment area. The first order transit corridor proposed will connect from Nepali farms to Rishikesh City Centre connecting city ISBT.

Figure 6-31: MRTS Corridor Proposal – Rishikesh

The identified mobility corridors for Rishikesh are given below:

First order transit corridor: This corridor catchment area includes Raiwala station - Nepali farms - Shyanpur- IDPL Colony- Triveni Ghat – Mayakund

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Second order transit corridor:

 ISBT - Railway Station - Raiwala station

Routes are proposed on the existing IPT routes due to high demand. The initiation of Public transport can be done with the introduction of Midi-Buses/Mini Buses and later on based on detailed feasibility other technologies may be looked into for implementation under second order transit system. The total Fleet proposed while considering Mini Bus/Midi Bus as second order transit system for horizon year 2038 is 97 buses.

As in the case of Dehradun and Rishikesh, it is suggested to explore E-rickshaws in Rishikesh to improve the first and last mile connectivity in the city. The E-rickshaws have a seating capacity of 3 to 5 passengers including a driver. On each charge, the vehicle runs for 50 to 80 kms on average. The size of the vehicle is small, which is an advantage and helps it manoeuvre in tight corners and narrow roads. This helps in commuting the vehicle through crowded commercial and residential areas which effectively helps in increasing the ridership.

Rishikesh Bus terminal may be developed in an organized manner with all modern amenities in order to address the growing demand of the area. It should be integrated with the railway station to provide seamless transfer and meet the future demand.

6.3.3 Third Order Mass Transit System In the cities of Dehradun, Haridwar and Rishikesh it is proposed that aggregator cabs and e-rickshaws should be introduced in order to provide last mile connectivity. Barring Dehradun, the other cities do not have aggregator cabs. None of the cities have regulated e-rickshaw services under one aggregator to enhance last mile connectivity.

Roorkee:

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Corridor has been identified in Roorkee to be served by dedicated IPT system, so as to provide connectivity in the region. Instead of Midi/mini buses, existing IPT routes are rationalized to serve the existing study area. It is proposed to run electric IPT Autos & E- Rickshaws on the corridor to serve the demand of the area.

Figure 6-32: MRTS Corridor Proposal – Roorkee

Roorkee bus terminal may be developed in an organized manner with all modern amenities in order to address the growing demand of the area. It should be integrated with the railway station to provide seamless transfer and meet the future demand.

6.3.4 Promoting Public Transport – Outreach Activities

For successful implementation of the transit system, it is necessary to promote public awareness and create a sense of public ownership of the project. For this to happen effectively, it is necessary to evolve an outreach and education strategy for promoting the system.

The outreach and education goals need to be defined at the planning stage of the system itself to focus the efforts of the project implementation. The outreach and education goals as listed under UNDP Reference Guide for Public Transport are as follows: a) Introduce the concept of the transit system, its purpose and the benefits to the various stakeholders

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh b) Create profile of the system as a big impact, with incremental steps for achieving the long term vision for mobility in the city c) Enhance the understanding that mass transit projects positively impact economic health and environmental stability of the city d) Introduce the concept of specific systems as an important strategy in making the best use of transportation resources e) Establish communication channels for the public to receive information and interact with the implementing agencies

Following strategies can be adopted for an effective public outreach

1) Create a network of allies and provide platforms for them to actively participate as disseminators of project benefits.

2) Use proactive and creative communication media to promote key messages. Communication media can be print, broadcasts, short films, event marketing etc. Programmes can be conducted in schools and colleges advocating the need for public transport. Events like Car Free Day, Public Transport Day or Raahgiri can be promoted.

6.4 Non-Motorized Transport Plan 6.4.1 Development of Footpath

Pedestrian trips are generally short trips and can be observed everywhere in a city. Hence, ideally pedestrian walkways should be provided on all major roads and streets in the city.Also, special consideration for pedestrians should be given near junctions (dangerous intersections), major activity nodes (like schools, colleges etc.)

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh b) Installing speed breakers at frequent intervals c) Providing table top crossings etc.

The footpath design should be uniform across the city. Depending on the volume of pedestrians, the area requires footpaths with minimum width of 1.8m and maximum height of 150mm from the finished road surface. In certain cases, where the available road RoW makes it difficult to provide 1.8 m barrier free space for footpaths, the widths can be reduced to a minimum of 1.5 m. However, the maximum height of 150 mm cannot be compromised in any circumstance. Increasing the footpath height to more than 150 mm makes them unusable by pedestrians, thereby defeating the purpose of providing the footpaths.

Accordingly, all the mobility corridors are proposed to have clean, uninterrupted footpaths with no encroachments on immediate basis. It is also proposed that the corporation and other concerned authorities work on plans to shift all utility services underground, so as to provide uninterrupted pedestrian footpaths.

Figure 6-33: Typical Section – Footpath

Dehradun:

It is estimated that a total of 84.9 Km of road network in the Dehradun require dedicated pedestrian footpaths, the road network identified for footpaths is as shown in the map below.

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It is proposed that all roads with ROW 12 m to 18 m will have 1.8 m wide footpaths on both sides, whereas all roads with ROW greater than 18 m will have a minimum of 2 m wide footpaths on both sides.

Figure 6-34: Proposed Pedestrian Footpath

Figure 6-35 Detailed proposed pedestrian footpath

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Haridwar:

It is proposed that all roads with ROW 12 m to 18 m will have 1.8 m wide footpaths on both sides, whereas all roads with ROW greater than 18 m will have a minimum of 2 m wide footpaths on both sides. Areas falling within SIDCUL industrial area and BHEL area, are proposed to have minimum1.8m footpath. The total proposed road length to have footpath is 35 Km. Figure 6-36 shows the footpath proposed in Haridwar.

Rishikesh:

The internal roads with narrow roads and limited right of way, are proposed to serve both the vehicular traffic and pedestrian traffic. . It is also proposed to have footpath in roads having ROW greater than 12m. The total proposed road length to have footpath is 35.1 km. Figure 6-37 shows the footpath proposed in Rishikesh.

Figure 6-36 Detailed proposed pedestrian footpath-Haridwar

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Figure 6-37 Detailed proposed pedestrian footpath-Rishikesh

Roorkee

With high share of pedestrian traffic, it is proposed that all roads with ROW 12 m to 18 m will have 1.8 m wide footpaths on both sides, whereas all roads with ROW greater than 18 m will have a minimum of 2 m wide footpaths on both sides. The total proposed road length to have footpath is 37.4 Km. Figure 6-38 shows the footpath proposed in Roorkee.

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Figure 6-38: Detailed proposed pedestrian footpath-Roorkee

6.4.1.1 Pedestrian Facilities to Access Transit Station

Footpaths provide access to public transport modes. Lack of accessibility makes public transport modes unattractive. People generally view time spent outside public transport mode (known as out vehicle travel time 2 to 3 times as compared to the travel time in public transport. Therefore, quality of walking facilities plays an important role in choosing public transport modes.

In view of above, there is a need to provide safe, comfortable and barrier-free access for pedestrians and cyclists in the study area to improve access to public transport stops. These shall include dedicated pedestrian footpaths, direct access to transit stops, cycle parking stand near transit stops

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Figure 6-39: Accessibility to Transit stations

6.4.1.2 Development of Bicycle Friendly streets

Cycling is increasingly recognized as a clean, sustainable mode of transport and an essential part of an inter-modal plan for sustainable urban travel. More cycling in urban areas in place of car use could contribute to less energy consumption from travel activity and reduced congestion. Increasing cycling could be a promising way to contribute to the reduction of greenhouse and other emissions. More than capturing the captive users to use the cycles for movement, the development of cycle tracks should attract more uninterested citizens to use cycles. Bicycle friendly streets are the roads which are safe for bicycle users. Bicycle friendly streets are designed considering following principles:

 Safety: Segregated cycle tracks for increased sense of security and safe route to schools and bus stops.  Connectivity: The NMT network should connect major attractions and a complete consistent network with fewer missing links.  Comfort: A more comfortable pedestrian and cycle path with facilities to support and encourage the use of NMT  Ambience: To make cycling a pleasant and great experience to its users

Accordingly, the roads where, bicycle routes are proposed, can be identified under three different categories

• NMT Only Corridors- Only pedestrians and cyclists will be permitted in the corridor

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• Dedicated NMT Corridors with provision of dedicated footpaths and bicycle tracks of minimum clear widths of 1.8M on both sides of roads.

• Shared NMT Routes where the Bicycle users will share the carriageway with mixed traffic. Appropriate road signs and lane marking will also be provided. Shared NMT Routes should give high priority for NMT users in terms of pavements, signage, lane markings, and sign boards etc depending upon the characteristics of the road.

Bike Route Sign

Figure 6-40: Bicycle friendly streets

The Smart city proposal for Dehradun, includes a 6.5 Km dedicated bicycle lanes in Vasant Vihar Area (3.5 Km) and on Saharanpur Road from Shimla Byepass to Niranjanpur Mandi (3 Km). Though it will enable safe cycling in the stretches, in Dehradun, Rishikesh, haridwar and Roorkee, due to the lack of sufficient ROW along most streets restricts providing continuous dedicated bicycle tracks. Hence the priority is to provide bicycle friendly streets; which are safe for bicycle users.

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As bicyclist will be majorly moving in mixed traffic, adequate traffic calming measure should be implemented.

At the policy level, it is proposed that all residential streets in Dehradun, Rishikesh, Roorkee, Haridwar should be made safe to NMT users through speed barriers, appropriate signals etc.

Figure 6-41: Location for Cycle Corridor

6.4.1.3 Public Bike Sharing Systems and Docking Stations

A bicycle-sharing system, public bicycle system (PBS), or bike-share scheme, is a service in which bicycles are made available for shared use to individuals on a very short term basis. A good public bike sharing system will have certain features as shown in figure below.

Public Bicycle Sharing Scheme includes components like docking stations which shall require space near the major activity centers.

As the road width in the study area are not adequate to accommodate dedicated footpaths and bicycle tracks simultaneously, hence a bicycle sharing scheme is not proposed in study area. However, with the implementation of dedicated public transport system the same could be proposed based on the right of way availability after implementation of public transport system.

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Figure 6-42: Common Features of Successful Bike sharing system

6.5 Freight Management Plan

A Freight Management Plan is required to be prepared to ensure safe, reliable and efficient movement of freight and servicing trips to & from, cities within Metropolitan Area. Efficient freight movement helps in supporting the overall economic & trade pattern of the city

The overall aim of freight management plan is to

 Restrict the heavy vehicles entering the city during day time.  Develop truck terminals near cordon points and distribute the goods in the city through LCV/sustainable transport choices

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 By pass the external freight traffic passing through the city.  Ensure that the road network allows efficient and reliable handling and distribution of goods vehicles  Minimize the impact of congestion  Minimize the impact of pollution  Shift gradually to more sustainable freight movement.

6.5.1 Freight Policy

Freight has always remained as an unnoticed transportation policy. The word “FREIGHT” should be considered in all the planning and policy documents to give considerable recognition to its management. For an efficient management of freight within the city, periodic stakeholder consultations should be held. There should be representatives from all freight operators, generating industries as stakeholders. The freight policy will be aimed at the overarching aim of efficient and reliable handling and distribution of goods and services.

Freight policy principles suggested are:

 Manage the heavy demands placed on the regional infrastructure, by balancing the needs of freight and passenger traffic  Develop truck terminals near cordon points and distribute the goods in LCV/sustainable transport choices  By pass the freight traffic passing through the city.  It is advisable to develop a Freight Operator Recognition Scheme. A tiered set of membership levels can be given to frequent operators coming to the city.  Develop a freight information portal i.e a single interface is available for information on the freight movement.

6.5.2 Freight Terminals

Freight terminals are an important location for freight movement from where trucks operate. These terminals play an important role for the supply & export of goods, thereby prohibiting the heavy trucks from entering inside the city and unloading the supplies at the terminal which later on is distributed through smaller LCV vehicles

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To reduce the conflict with city traffic and decrease the congestion during peak hours, freight traffic should be restricted in the city. The freight traffic should not be allowed in the city between 4am to 10pm, and should be stopped outside city boundaries.

It is observed that a lot of through traffic moving towards up hill side freight traffic is passing through Dehradun and Rishikesh and Roorkee , even though the freight movement is limited by time restrictions this does impact the general traffic in the city. Hence it is further suggested that the movement of Freight Transport should only be through bypass road, so no heavy traffic enters the city especially the through traffic in case of Dehradun, Rishikesh, Haridwar and Roorkee.

Freight corridors alignment is linked to the industrial estates – SIDCUL and BHEL in Haridwar as it has freight intensive activity.

The proposals for freight – movement on corridors based on existing terminals are shown in the maps given below:

Dehradun Haridwar Figure 6-43 Freight terminals and corridors existing and proposed in Dehradun and Haridwar

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Rishikesh Roorkee

Figure 6-44: Freight terminals and corridors proposed in Rishikesh and Roorkee

6.6 Traffic Engineering and Management Measures

CMP is vision document providing the strategies to attain the vision of people centric city urban transport system for the area. Considering this, CMP tries to incorporate the proposals in other plans which help in attaining the overall vision for the city. Dehradun Smart City Ltd. has proposed the following as short-term improvements for Dehradun –

1. Four Smart Roads (Total Length: 8.1 km):

• Araghar Chowk to Behl Junction via EC Road • Dilaram Chowk to Clock Tower • Clock Tower to Kishan Nagar Chowk • Prince Chowk to Araghar Chowk

In addition to this, 18 junction improvements have been proposed.

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Figure 6-45: Smart road proposal by dehradun smart city ltd.

However, these are short term improvement measures, CMP study based on detailed assessment of the travel demand of the city gives the comprehensive transport plan with short, medium and long term proposals as explained in previous and following sections.

6.6.1 Traffic Characteristics

6.6.1.1 Traffic Volume

Based on the direction wise daily traffic observed at the survey locations is ranging in between 6426 vehicles to 1,04,821 Vehicles for a period of 16 hours. The maximum traffic was observed at Lalpul Chowk in Dehradun with 1,04,821 vehicles.

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6.6.1.2 Peak Hour Traffic Flow

Table below shows the percentage of 16-hour flows recorded in the peak hours at the surveyed locations described in the previous sections morning peak hour traffic flow is between 6.60% to 10.10% whereas the evening peak hour traffic flow is between 6.10% to 9.56% of the total volume.

Table 6-11: Peak Hour Traffic Flow (PCU’s)

AM Peak PM Peak Total Total Locat Vehicu Pedes Peak Peak Peak Peak ion lar trian Hour Hour Vehic Pedestr Hour % Vehic Pedestr Hour % Code Volum Volu Time % Time % les ians Pedestr les ians Pedestr e me Vehic Vehic ians ians les les

TMC_ 10482 9.30- 7.78 18.15- 7.85 01 1 7776 10.30 8,150 633 % 8.14% 19.15 8,232 339 % 4.36% TMC_ 9.00- 7.40 17.45- 7.50 02 24488 304 10.00 1,812 7 % 2.30% 18.45 1,837 31 % 10.20% TMC_ 10.30- 8.93 17.45- 7.06 03 42291 5792 11.30 3,776 385 % 6.65% 18.45 2,984 339 % 5.85% TMC_ 11.15- 6.90 18.45- 8.27 04 65885 7336 12.15 4,544 287 % 3.91% 19.45 5,449 630 % 8.59% TMC_ 10.00- 7.61 18.45- 9.56 05 56153 3168 11.00 4,275 144 % 4.55% 19.45 5,366 252 % 7.95% TMC_ 8.45- 6.60 18.15- 8.79 06 31760 9064 9.45 2,097 423 % 4.67% 19.15 2,793 710 % 7.83% TMC_ 10.00- 8.44 15.30- 7.85 07 99559 12536 11.00 8,402 432 % 3.45% 16.30 7,815 1,135 % 9.05% TMC_ 10.30- 9.22 18.00- 7.10 08 11559 14488 11.30 1,066 755 % 5.21% 19.00 821 1,056 % 7.29% TMC_ 10.00- 10.10 15.45- 6.10 09 6426 7040 11.00 649 287 % 4.08% 16.45 392 593 % 8.42% TMC_ 11.00- 8.31 17.00- 8.40 10 52941 4128 12.00 4,397 243 % 5.89% 18.00 4,445 273 % 6.61%

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6.6.1.3 Turning Moment Count at Intersection

As mentioned in the previous sections, the traffic and pedestrian counts were undertaken at the key intersection and mid-block locations. The traffic and pedestrian flows at each of the above mentioned locations arm wise and direction wise have been captured, which is represented in this section. The analysis has been undertaken to determine the locations where significant turning movements impact the corridors.

Table 6-12: Turning Movement Counts (Vehicles & Pedestrians) at the Surveyed Locations

LOCATION CODE LOCATION NAME VEHICLES PCU's Pedestrians TMC_01 Laalpul Chowk 1,04,821 98,784 7776 Arm 1: Towards Dehradun 30,420 30,487 2160 Arm 2: Towards ISBT 56,121 52,432 4520 Arm 3: Towards Plum City 18,280 15,866 1096 TMC_02 Rishikesh Chamba Tehri Road 24,488 24,217 304 Arm 1: Towards Narendernagar 1,405 1,738 0 Arm 2: Towards Tapovan 11,684 11,496 112 Arm 3: Towards Rishikesh 11,399 10,983 192 TMC_03 Natraj Chowk 42,291 40,960 5792 Arm 1: Towards Ranipokhari 7,623 7,195 872 Arm 2: Towards Sameshwar 12,550 12,220 1264 Arm 3: Towards Pushkar Mandir 11,139 11,074 2992 Arm 4: Dhalawala Park 11,044 10,408 664 TMC_04 Chandracharya Chowk 65,885 65,355 7336 Arm 1: Arya Chowk 15,734 15,174 984 Arm 2: Devpura Chowk 18,745 20,281 2688 Arm 3: City Hospital 19,346 19,066 2584 Arm 4: Harbhaj Ashram 12,060 10,834 1080 TMC_05 Chau Mandi Chowk 56,153 53,565 3168 Arm 1: Azadpur 20,705 19,949 616 Arm 2: Chau Mandi 19,829 18,182 1016 Arm 3: Roorkee 15,619 15,433 1536 TMC_06 Railway road Junction 31,760 31,118 9064 Arm 1: Nehru Stadium 2,934 2,544 3408

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LOCATION CODE LOCATION NAME VEHICLES PCU's Pedestrians Arm 2: SS 4,515 4,412 2600 Arm 3: Rampur 11,799 11,433 2000 Arm 4: Children's Park 12,512 12,729 1056 TMC_07 Clock Tower 99,559 92,597 12536 Arm 1: Bindal Tiraha 32,503 31,148 976 Arm 2: Buddha Park 39,371 35,222 5472 Arm 3: Gandhi Park 27,685 26,227 6088 TMC_09 Kulri Chowk 6,426 5,310 7040 Arm 1: Gandhi Chowk 1,857 1,590 2424 Arm 2: Landour 2,242 1,830 2600 Arm 3: Jhula Ghar 2,327 1,890 2600 TMC_10 Shankaracharya Chowk 52,941 54,024 4128 Arm 1: Mayapur Bus Stand 14,449 14,746 1064 Arm 2: Tulsi Chowk 3,630 3,303 1288 Arm 3: Jhanda Chowk 8,424 8,780 1512 Arm 4: Haridwar 26,438 27,194 264

6.6.1.4 Pedestrian Analysis

The pedestrian movement information is being utilized to design the junctions so that appropriate pedestrian facilities such as the requirements of footpaths, MUZ’s, pedestrian controlled crossings and foot over bridges (FOB’s) can be incorporates into the designs.

As mentioned in the Table, the movement of pedestrians both in relation to the existing movements at the junctions/intersections has been analyzed.

We have undertaken analysis of pedestrian movements using Pedestrian Vehicle Square formula (PV2) and is a method determining pedestrian crossing requirements based on the vehicular and pedestrian flows at a particular point. The requirement as defined in IRC: 103 – 1988 & 2012 is determined as follows;

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- Where P*V2 is greater than or equal to 108 for undivided carriageways or greater than or equal to 2*108 for divided carriageways a pedestrian crossing facility is required; - Approach speeds of the vehicles exceed 65kmph - Waiting time for pedestrians/vehicles becomes too long; or; - Accident records indicate five or more injuries to pedestrians in a year due to collisions with vehicles

However, considering the recent research studies in the field, we have also referenced the following research study on “Re – Examination of PV2 Criteria for Developing Pedestrian Crossing Warrants”1 – 2017. The warrants mentioned in the paper were as under;

The outcomes of the analysis are represented in the Table below;

Table 6-13: Pedestrian Volume Assessment

LOCATION LOCATION NAME Peak Hour Peak Hour PV^2 Warrant CODE Vehicles Pedestrians / 10^8 TMC_01 Laalpul Chowk 8,150 633 32.66 Zebra crossing Arm 1: Towards Dehradun 2,213 174 0.67 Arm 2: Towards ISBT 4,590 415 7.91 Arm 3: Towards Plum City 1,347 44 0.03 TMC_02 Rishikesh Chamba Tehri 1,812 31 Road 0.02

1 Jain, Udit & Rastogi, Rajat. (2017). Re-Examination of PV 2 Criteria for Developing Pedestrian Crossing Warrants. Transportation Research Procedia. 25. 1710-1719. 10.1016/j.trpro.2017.05.130.

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LOCATION LOCATION NAME Peak Hour Peak Hour PV^2 Warrant CODE Vehicles Pedestrians / 10^8 Arm 1: Towards 66 0 Zebra crossing Narendernagar 0.00

Arm 2: Towards Tapovan 690 12 0.00 Arm 3: Towards Rishikesh 1,056 19 0.00 TMC_03 Natraj Chowk 3,776 385 5.60 Zebra crossing Arm 1: Towards 713 55 Ranipokhari 0.02 Arm 2: Towards Sameshwar 1,231 59 0.04 Arm 3: Towards Pushkar 860 202 Mandir 0.35 Arm 4: Dhalawala Park 972 69 0.05 TMC_04 Chandracharya Chowk 4,544 630 18.04 Zebra crossing Arm 1: Arya Chowk 1,360 74 0.07 Arm 2: Devpura Chowk 1,175 248 0.72 Arm 3: City Hospital 1,143 206 0.49 Arm 4: Harbhaj Ashram 866 102 0.09 TMC_05 Chau Mandi Chowk 4,275 252 2.71 Zebra crossing Arm 1: Azadpur 1,492 46 0.03 Arm 2: Chau Mandi 1,586 92 0.13 Arm 3: Roorkee 1,197 114 0.16 TMC_06 Railway road Junction 2,097 710 10.57 Zebra crossing Arm 1: Nehru Stadium 44 244 0.03 Arm 2: SS 204 226 0.10 Arm 3: Rampur 919 150 0.21 Arm 4: Children's Park 930 90 0.08 TMC_07 Clock Tower 8,402 1135 108.2 Zebra crossing 4 With Speed Arm 1: Bindal Tiraha 3,392 33 0.04 Table Arm 2: Buddha Park 3,325 527 9.23 Arm 3: Gandhi Park 2,085 575 6.89 TMC_08 Library Chowk 1,066 1056 11.89 Zebra crossing Arm 1: CP 218 0.00

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LOCATION LOCATION NAME Peak Hour Peak Hour PV^2 Warrant CODE Vehicles Pedestrians / 10^8 Arm 2: Valmiki Temple 290 0.00 Arm 3: Mussoorie 287 0.00 Arm 4: Library Rd 271 0.00 TMC_09 Kulri Chowk 649 593 2.28 Zebra crossing Arm 1: Gandhi Chowk 133 196 0.05 Arm 2: Landour 220 196 0.08 Arm 3: Jhula Ghar 296 196 0.11 TMC_10 Shankaracharya Chowk 4,397 273 3.28 Zebra crossing Arm 1: Mayapur Bus Stand 1,142 88 0.09 Arm 2: Tulsi Chowk 308 75 0.02 Arm 3: Jhanda Chowk 656 88 0.05 Arm 4: Haridwar 2,291 22 0.01

6.6.1.5 Parking

Parking Surveys were undertaken for 10 locations along the major mobility corridors. The surveys were undertaken to identify hotspots, on-street and off-street parking, along the corridors wherein significant parking accumulation is observed. This will enable the team to undertake parking demand assessments and consider providing alternate parking facilities in the vicinity.

Parking Surveys were undertaken in all four cities covering near Clock Tower,Chakrata Road, Har ki Pauri, Railways station road, near Natraj Circle, BT Ganj etc

Parking Duration and Parking Accumulation assessments have been undertaken for these locations and are presented in Table below.

It could be observed from the table that most of the parking in these locations is for short term that is less than 2 hours, suggesting that majority of this parking would be by visitors to these locations for some specific purposes.

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Locations Chakar Rajpur Rajpur Sabzi Sahastr Survey Har Ki Mall Gole BT at Road - Road - Mandi adhara Chowk Pauri, Road Market Ganj Road Towad To Road Haridw Road Road s Gandhi ar Musso Park orie Vehicle Vehicle Vehicle Vehicle Vehicle Vehicle Vehicle Vehicle Vehicles Vehicle s s s s s s s s s Parking Veh 1112 1027 1684 849 779 828 829 690 1187 395 Accumulation icles (Daily) ECS 534 704 910 607 519 531 259 367 435 225 Parking Veh 84 65 125 51 54 51 83 49 102 28 Accumulation icles (Peak) ECS 47.5 51 73 52 42 38 26 33 42 16 Peak Period 3:00 - 4:00 - 7:30 - 6:00 - 7:00 - 5:30 - 6:30 - 3:30 - 5:00 - 6:00 - 3:30 4:30 8:00 6:30 7:30 6:00 7:00 4:00 5:30 PM 6:30 PM PM PM PM PM PM PM PM PM PH% 8.90% 7.24% 7.97% 8.48% 7.99% 7.16% 10.01% 9.07% 9.60% 7.10% Daily Present Present Present Present Present Present Present Present Present Present Length (m) 500 1000 1000 500 1000 500 500 1000 500 500 Width (m) 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 Parking Period (Hrs) 16 16 16 16 16 16 16 16 16 16 Parking Supply (Bays) 16 32 32 16 32 16 16 32 16 16 Parking Volume 1112 1027 1684 849 779 828 829 690 1187 395 (Vehicles) Parking Load (Veh-Hr) 133 176 227 152 130 133 65 92 109 56 Parking Duration 7.2 10 8 11 10 10 5 8 5 9 (Minutes) Parking Turnover 4.34 2 3 3 2 3 3 1 5 2 (Veh/Hr/Bay) Parking Index 52% 34% 44% 59% 25% 52% 25% 18% 42% 22% Present Present Present Present Present Present Present Present Present Present Parking Period (Hrs) 1 1 1 1 1 1 1 1 1 1 Parking Volume 99 74 134 72 62 59 83 63 114 28 (Vehicles) Parking Load (Veh-Hr) 12 13 18 13 10 10 7 8 10 4 Parking Duration 7 10 8 11 10 10 5 8 5 9 (Minutes) Parking Turnover 6.19 2 4 4 2 4 5 2 7 2 (Veh/Hr/Bay) Parking Index 74% 40% 57% 80% 32% 59% 41% 26% 65% 25%

6.6.2 Immediate Improvement measures for Road

Based on the above traffic characteristics, in order to ease of the traffic issues within the city on immediate basis, certain short term improvements measures need to be considered

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6.6.2.1 Lane Markings

To ensure movement of traffic in an organized manner it is important to have proper lane markings on paved roadways to provide guidance and information to drivers and pedestrians. They are used to delineate traffic lanes, inform motorist and pedestrians. Road surface marking can also indicate regulation for parking and stopping.

Figure 6-46 Road Lane Markings

While carrying out the Reconnaissance survey it was observed that in Dehradun city key roads near Clock Tower, Quality Chowk, Chakrata Road have lane markings, however other roads require proper lane marking along with designated lane for parking and stopping by.

In Rishikesh, as per survey, lane markings are present on roads Tehri Narendranagr Road, Cheeladam Rishikesh road; however other roads require lane markings along with designated lane for parking and stopping by. Some of the roads where lane marking is present for example Veerbhadra road, Dehradun Rishikesh road, Nirmal Ashram Road, Malviya marg etc are not in bad condition and should be renewed.

While in Roorkee city, lane markings are present on roads like NH72, NH 58, Thomson Marg, Govind Bhavan Road, however other roads require lane markings along with designated lane for parking and stopping by. Some of the roads where lane marking is present for example Laksar Road, Old Station Road, Pahari Road etc are not in bad condition and should be repainted.

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6.6.2.2 Signage

It is recommended that proper signs be installed at all appropriate locations. Road signs are classified in three categories:

 Mandatory/Regulatory Signs: To inform users about certain rules and regulations to improve safety and free flow of traffic. These include all signs such as STOP, GIVE WAY, Speed Limits, No entry etc. The violation of rules and regulations conveyed by these signs is a legal offence  Cautionary/Warning Signs: To caution the road users of certain hazardous condition either on or adjacent to the roadway. Some examples are Hairpin bend, Narrow Bridge etc  Informatory Signs: These signs are used to provide information and to guide road users along routes. The information could include name of places, sites, direction to the destinations etc.

Traffic control devices such as Centre line, Traffic lane lines, Stop lines, Pedestrian crossings, Parking space Kerb marking for visibility, Obstruction marking etc. must be provided keeping in view all users of the road and especially for night time driving. All the traffic signs should be facilitated as per the guidelines provided in IRC: 67-2001.

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Figure 6-47: Mandatory Signs

Figure 6-48: Cautionary or Warning Signs

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Figure 6-49: Informatory Signs

6.6.2.3 Street Lights

In Dehradun, street lights are provided on majority of the roads, however it was observed that street lights require maintenance on various sections including certain portions of Chakrata road, GMS Road, Rajpur Road Sahastradhara Road and Haridwar Bypass. Street lights plays an important role in providing safety and comfort for road users and prevents road accidents. Poor street lighting is one of the reasons for road accidents during night time. A good street lighting is very important and should be taken up on priority basis for all major & minor roads.

In Haridwar, Street lights to be provided at highways, Motichur bypass, Brahmpuri and Bypass roads.

In Rishikesh, street lights to be provided on all major roads, as the existing ones are only at important junction location and are discontinuous in long stretches.

6.6.2.4 Junction Improvement

It is noticed that traffic accident rates are usually higher at intersections. Many factors affect accident occurrence at intersections, including traffic volume, traffic control, and frequency of access points, the number of arms, the speed limit, the median type and width, the number of traffic lanes, the existing turn lanes and the lighting level. Junction improvement essentially involves the combination of the following elements:

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• Closure of medians at certain intersections, while providing well designated mid-block crossings for pedestrians. • Prohibition of free right turns • Provision of adequate sight distance • Providing adequate corner radii • Providing sufficient turning radii • Flaring approaches towards intersections • Providing channelizers/division islands • Providing pedestrian and cyclist crossing facilities such as zebra crossings, pelican signals, refuge islands etc. • Bus stops near junctions to be re-located • Providing signs/lane-markings/lighting

Typical junction improvement measures are shown in Figure 6-50.

Figure 6-50 Typical Junction Improvement Measures

Junctions coming along the dedicated cycle tracks should be designed accordingly with priority to the cyclists. Pedestrians should be given priority at all the junctions. If it is difficult to channelize the pedestrian movement, it is advised to install pelican signals.

Intersection improvements are recommended to facilitate the movement of public transport, safe movement and crossing of pedestrians at junctions. Based on the travel demand assessment , list of junctions proposed for improvement are given in Table 6-14.

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Table 6-14: Junctions proposed for Improvement

Sl. Sl. Location Type of Improvement Location Type of Improvement No No Dehradun Geometrical – Geometrical , Density 1 Darshanlal Chowk Widening, No Parking 8 Behl chowk based Signal zone Geometrical – Geometrical , Density 2 Dilaram chowk Widening, No Parking 9 Survey Chowk based Signal zone Geometrical – Geometrical , Density 3 Prince Chowk Widening, No Parking 10 Ballupur based Signal zone Geometrical – Geometrical , Density 4 Ghanta Ghar Widening, No Parking 11 Balliwala based Signal zone Geometrical, Channelization of Geometrical , Density 5 Araghar Chowk 12 Lalpul Traffic, Density based based Signal Signal 6 Tehsil Chowk Geometrical , Density 13 Dharampur Geometrical , Density based Signal Chowk based Signal 7 Globe Chowk Geometrical , Density

based Signal Haridwar Geometric Junction Chandra Charya 1 Arya Nagar Chowk 4 Traffic Channelization Interventions Chowk Geometric Junction Shradhanand 2 Dudhadhari Chowk 5 Traffic Channelization Interventions Chowk Smarat Shankaracharya 3 Traffic Channelization 6 Prithviraj Traffic Channelization Chowk Chowk Rishikesh Dehradun 1 Natraj chowk Traffic Channelization 4 Traffic Channelization chowk Chowk near Degree Triveni Ghat Geometric Junction 2 Traffic Channelization 5 College Rishikesh Chowk Interventions 3 Intersection near ISBT Traffic Channelization Roorkee 1 Rampur junction Geometrical – 3 Azad nagar Geometrical –

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Sl. Sl. Location Type of Improvement Location Type of Improvement No No Widening, No Parking Widening, No Parking zone zone Geometrical – Geometrical – 2 Ramnagar Widening, No Parking 4 Pattialya Lasi Widening, No Parking zone zone Geometrical – 5 Century gate Widening, No Parking zone

Figure 6-51: Junctions Proposed for Improvement - Dehradun

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Figure 6-52: Proposed Junction improvement locations in Haridwar

Figure 6-53: Proposed junction improvement locations in Rishikesh

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Figure 6-54: Proposed junction improvement locations in Roorkee

Figure 6-55 to Figure 6-70 represents the typical junction improvement plans in Dehradun, Haridwar, Rishikesh and Roorkee. While the conceptual junction improvement plans are shown in figure below

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Figure 6-55: Typical Junction Improvement Measures – Dilaram Chowk – Dehradun

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Figure 6-56: Typical Junction Improvement Measures – Darshanlal Chowk – Dehradun

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Figure 6-57: Typical Junction Improvement Measures – Prince Chowk – Dehradun

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Figure 6-58: Typical Junction Improvement Measures – Tehsil Chowk – Dehradun

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Figure 6-59: Typical Junction Improvement Measures – BHEL Chowk – Dehradun

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Figure 6-60: Typical Junction Improvement Measures – Survey Chowk – Dehradun

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Figure 6-61: Typical Junction Improvement Measures – Ballupur Chowk – Dehradun

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Figure 6-62: Typical Junction Improvement Measures – Lalpul Chowk – Dehradun

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Figure 6-63: Typical Junction Improvement Measures – Dharampur Chowk – Dehradun

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Figure 6-64: Typical Junction Improvement Measures – Clock Tower – Dehradun

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Figure 6-65: Typical Junction Improvement Measures – Balliwala – Dehradun

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Figure 6-66: Typical Junction Improvement Measures – Araghar Chowk– Dehradun

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Figure 6-67: Typical Junction Improvement Measures – Chandracharya Chowk – Haridwar

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Figure 6-68: Typical Junction Improvement Measures – Samrat Prithviraj Chowk – Haridwar

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Figure 6-69: Typical Junction Improvement Measures – Natraj Chowk - Rishikesh

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Figure 6-70: Typical Junction Improvement Measures – Azad Nagar Chowk – Roorkee

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In similar line, other junctions proposed in all four cities need to be improved.

6.6.2.5 Traffic Signals

Traffic signals are necessary for safe movement of traffic at a junction. IRC 93:1985 provides the guidelines on designs and installation of road traffic signals. The IRC 93 suggests 5 warrants for the installation of signals at any junction. Traffic control signals should not be installed, unless one or more of the signal warrants specified herein are met. Information should be obtained by means of traffic and engineering studies and compared with the requirements set forth in the warrants. If these requirements are not met, a traffic signal should not be put into operation.

Based on the discussion with various officials it was assessed that, in Dehradun various junctions are being converted to signalized junctions. Currently 13 traffic signals have been installed by MDDA under public private partnership basis while 14 other traffic signals have been installed within Municipal Corporation Limits. A density based traffic signal has been installed at Niranjanpur. However, after observing the traffic conditions within Dehradun it is suggested that more density based traffic signals need to be installed within Dehradun. As Conventional traffic light system is based on fixed time concept allotted to each side of the junction which cannot be varied as per varying traffic density. However, in case of density based traffic signals, the signal timing changes automatically on sensing the traffic density at the junction. Following junctions are proposed for density based traffic signal based on the assessment made as per detailed Junction Analysis.

Sl. No Junction Name Sl. No Junction Name Dehradun 1 Darshanlal Chowk 8 Behl chowk 2 Dilaram chowk 9 Survey Chowk 3 Prince Chowk 10 Ballupur 4 Ghanta Ghar 11 Balliwala 5 Araghar Chowk 12 Lalpul 6 Tehsil Chowk 13 Dharampur Chowk 7 Globe Chowk Haridwar 14 Arya Nagar Chowk 17 Chandracharya Chowk 15 Dudhadhari Chowk 18 Shradhanand Chowk 16 Shankaracharya Chowk 19 Smarat Prithviraj Chowk Rishikesh 20 Natraj Chowk 23 Dehradun Chowk 21 Chowk Near Degree College 24 Triveni Ghat Chowk

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Sl. No Junction Name Sl. No Junction Name Rishikesh 22 Intersection near ISBT

Figure 6-71: Smart Traffic Signals

Further, there is a need to have proper maintenance of these signals and a strict enforcement mechanism need to be there to be followed.

Geometric improvements and signalization serve only for short term duration. The traffic level at major junctions has already reached close to the 10000 PCU mark during peak hours. The situation will deteriorate considerably in a year. Hence improvements to these junctions need to be considered for signalization/ roundabouts or grade separators. The type of junction has to be suited to the road type, the environment and capacity, in order to maintain good readability both of the road and of the junction, as well as a satisfactory level of safety. According to the above, for example, junctions or roundabouts should not be used on motorways, and signalized junctions need not to be used on rural roads, except in very special cases. The following shows guidelines for the selection of junction type according to traffic flows.

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Figure 6-72: Type of junction based on traffic flows (IHT 1997)

As per the Pedestrian Survey assessment, maximum number of pedestrians were observed at Clock Tower, Library Chowk and Survey Chowk with almost 10,000 to 15,000 pedestrian in a day. The maximum peak hour pedestrians were observed at Survey Chowk. Table below represents the calculations for PV2/(2*108) at important junctions for pedestrian movement. It was observed that most of the locations have PV2/(2*108) values higher than 2, this indicates a considerable need to improve the pedestrian crossing facilities. However, it has been further noticed that pedestrian safety is required at almost all the junctions in Dehradun, Haridwar, Rishikesh and Roorkee. Table represents the list of junctions for pedestrian proposals.

Table 6-15: Proposed Intervention for Pedestrians at various junctions

Sl. Proposed Sl. Proposed Junction Name Junction Name No Intervention No Intervention Dehradun 1 Darshanlal chowk Zebra crossing 14 St. Judes Chowk Zebra crossing 2 Dilaram Chowk Zebra crossing 15 Yamuna Colony Tiraha Zebra crossing 3 Prince Chowk Zebra crossing 16 Sahastradhara Crossing Zebra crossing 4 Baini Bazaar Zebra crossing 17 Dwarika Store Zebra crossing 5 Karagi Chowk Zebra crossing 18 Dharampur Chowk Zebra crossing 6 BHEL Chowk Zebra crossing 19 Dat Kali Zebra crossing

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Sl. Proposed Sl. Proposed Junction Name Junction Name No Intervention No Intervention 7 Tehsil Chowk Zebra crossing 20 Globe Chowk Zebra crossing GMS Extension Shimla 8 Ballupur Zebra crossing 21 Zebra crossing Bypass 9 Shimla Bypass Chowk Zebra crossing 22 Kolagadh Chowk Zebra crossing 10 Balliwala Zebra crossing 23 Basant Vihar Chowk Zebra crossing 11 Rispanapul Zebra crossing 24 Buddha Chowk Zebra crossing 12 Lalpul Zebra crossing 25 CMI Hospital Chowk Zebra crossing 13 Fawara Chowk Zebra crossing 26 Aragarh Chowk Zebra crossing Haridwar 27 Arya Nagar Chowk Zebra crossing 30 Chandracharya Chowk Zebra crossing 28 Dudhadhari Chowk Zebra crossing 31 Shradhanand Chowk Zebra crossing 29 Shankaracharya Chowk Zebra crossing 32 Smarat Prithviraj Chowk Zebra crossing Rishikesh 33 Natraj Chowk Zebra crossing 36 Dehradun Chowk Zebra crossing Chowk Near Degree College 34 Zebra crossing 37 Triveni Ghat Chowk Zebra crossing Rishikesh 35 Intersection near ISBT Zebra crossing Roorkee 38 Chau Mandi Zebra crossing Based on the preliminary analysis, junction improvement plans/designs are represented in the current report, however, detailed designs need to be prepared based on the topographic surveys.

6.6.2.6 Traffic Management Plans

Following are the general Traffic management measures.

 Proper sign boards should be provided at important junctions, arterial/sub arterial roads, entry/exit points of market areas, cordon points, accident prone locations, school/college zones and other commercial areas.  Zebra crossings, Lane Markings and Stop lines should be marked on all arterials and sub arterial roads.  Pedestrian crossings should be provided at mid-blocks near school/college zones and major commercial areas. Pelican signals should be installed at such places. An exclusive pedestrian phase should be provided for safe pedestrian crossing with a cycle time no less than 15sec and designed as per IRC.

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 Pedestrian refuge islands should be provided at wider junctions.  Parking should be restricted at least 50-100m near to the junction on all the approach roads.  On Street Parking should be restricted at least 100 M away from the junction on all approach roads.  Hawkers and Vendors should be restricted at least 100 M away from the junction on all the approach roads and from using footpaths.  Bus stop and Auto/Taxi stand has to be shifted 50-100m away from junctions  Commercial vehicles (except Goods Auto) should not be allowed during peak periods inside the city which should be stopped at all Outer Cordons.  Before implementation of Traffic Management Schemes, traffic awareness programmes shall be organized.

6.6.2.7 Parking Proposals

For on-street parking, it is recommended to increase the capacity of existing facilities by using currently wasted areas (corners, edges, undeveloped land etc). Also, in the case of off street parking being present in the vicinity, steps should be taken to ensure the effective usage of the off-street facilities by imposing No Parking zones for on street parking facility. The location wise recommendations for on- street parking were worked out for parallel parking and is represented in the table below:

Table 6-16: On-Street Parking (Parallel Parking) - Location-wise Recommendations

Stretch Total Sl. Parking Location length Parking Civil Work Needed No Type (m) (Vehicles)

1 Chakarata Road 500 199 Parallel Pavement, Sign Boards, Parking Thermoplastic Paints, QR Post

2 Rajpur Road Towards 1000 150 Parallel Pavement, Sign Boards, Mussoorie Parking Thermoplastic Paints, QR Post

3 Rajpur Road to Gandhi 1000 270 Parallel Pavement, Sign Boards, Park Parking Thermoplastic Paints, QR Post

4 Sabzi Mandi 500 145 Parallel Pavement, Sign Boards, Parking Thermoplastic Paints, QR Post

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Stretch Total Sl. Parking Location length Parking Civil Work Needed No Type (m) (Vehicles)

5 Sahastradhara Road 1000 125 Parallel Pavement, Sign Boards, Parking Thermoplastic Paints, QR Post

6 Survey Chowk 500 119 Parallel Pavement, Sign Boards, Parking Thermoplastic Paints, QR Post

7 Hari Ki Pauri 500 168 Parallel Pavement, Sign Boards, Parking Thermoplastic Paints, QR Post

8 Mall Road 1000 126 Parallel Pavement, Sign Boards, Parking Thermoplastic Paints, QR Post

9 Gole Market Road 500 229 Parallel Pavement, Sign Boards, Parking Thermoplastic Paints, QR Post

10 BT Ganj Road 500 56 Parallel Pavement, Sign Boards, Parking Thermoplastic Paints, QR Post

1587

Proposed Payment collection method in Metropolitan Study Area for Parking:

Electronic Pay-Per-Space or Time-coded ticket systems is suggested for the study area. Following objectives were formulated to introduce paid parking system for the study area:

1) Manage and price the most convenient parking spaces to favor priority users. Charge higher rates for longer durations and use shorter pricing periods at more convenient parking spaces such as on- street and near building entrances to increase turnover and favor higher-priority users. The increase in turnover does not only link with higher revenue but also with managing more demand with less number of parking bays. This is an important initiative for cities like Dehradun, Haridwar, Rishikesh and Roorkee where land prices are increasing rapidly. The effective way of management is to charge performance based prices, set to maintain 85-90% occupancy rates (i.e. parking index). At more convenient locations, prices should be higher, time increments smaller, and rates may increase over

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time (e.g. Rs. 10 for the first hour, Rs. 20 for the second hour and Rs. 50 for each subsequent hour) to encourage turnover. Case in which short term parking is predominant, the parking fees should be higher during peak periods and lower during off-peak periods. Less convenient locations can have lower rates and long-term discounts to shift demand from on-street / easy locations to less convenient off-street locations. 2) Implement parking pricing as part of an integrated parking management program that also includes improved user information on parking and transportation options, commuter trip reduction programs, improvements to alternative modes, and adequate, predictable and courteous enforcement. 3) Avoid excessive parking supply. Apply reduced and more flexible parking standards that reduce requirements if parking is efficiently managed. 4) Establish pricing policies that respond to changing conditions and demands. Optimal rates may vary from one location or time to another, and often need adjustment as supply and demand changes, for example, if nearby parking lots is closed or new businesses open. Establish performance indicators and identify additional management strategies that can be deployed as needed if problems develop. 5) Prices should be well publicized and predicable. Use signs, maps, brochures, websites and other resources to provide information to users. 6) Avoid discounts for long-term parking leases (i.e., cheap monthly rates). For example, set daily rates at least 6 times the hourly rates, and monthly rates at least 20 times daily rates. Even better, eliminate unlimited-use passes altogether. Instead, sell books of daily tickets, so commuters save money every day they avoid driving. Eliminate early-bird discounts. 7) Management programs should anticipate potential spill over problems, and respond with appropriate regulations and enforcement. 8) Parking fees should be coordinated throughout a district or region, so that comparable areas have comparable fees. 9) Dedicate some or all of the revenue from on-street parking to benefit local businesses and residents. 10) Unbundle parking from building rents, so occupants only pay for the number of parking spaces they want. 11) Tax parking spaces - Reform existing tax policies that favour free parking. For example, tax land devoted to parking at the same rate as land used for other development. Parking pricing implementation requires changing well-entrenched habits and institutional practices, so it is

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important to build community support. Opponents focus on parking pricing problems and costs, while overlooking benefits. It is important to identify all benefits and to illustrate savings and benefits to typical households. Clearly communicate the options a community faces.

Further, a parking master plan is required for developing a parking policy and implement efficient parking system in cities of Dehradun, Rishikesh, Haridwar and Roorkee. This master plan relates the value of land with parking pricing.

6.6.2.8 Traffic Enforcement

In order to ease of the traffic movement, it is important that the city resident follow the traffic rules. Following which effective enforcement measures need to be taken.

 There is a need to have more CCTV cameras installed within the city to monitor the traffic situation.  To have complete road space for vehicular traffic, onstreet parking should be discouraged on major arterial and sub arterial roads,  Any encroachments on roads need to be checked time to time  In Dehradun, the major Arterials and Sub arterials like Rajpur Road, Gandhi Road, Road in front of Railway station, Chakrata Road should be checked for on street parking. Encroachments should be discouraged and checked on time especially on Saharanpur road, Gandhi Road, Chakrata Road, near Prince chowk.  In Haridwar, Haridwar Main road and Bypass road should be checked for on street parking and encroachment. Other roads like Kankhal Jwalapur also has on street parking and these should be discouraged.  In Rishikesh, Tehri Narendra Nagar road, Dehradun Rishikesh Road, Malviya marg, Nirmal Ahram road should be checked for on street parking and encroachment. Enforcements should be strict around these roads to facilitate free flow.

In Roorkee, Pahari Bazar road, Old station road, upper ganga canal road, main bazar road should be checked for on-street parking and encroachment.

6.7 Technological Improvement Plan

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Technological improvements include advanced applications which, without embodying intelligence as such, aim to provide innovative services relating to different modes of transport and traffic management and enable various users to be better informed and make safer, more coordinated, and 'smarter' use of transport networks

6.7.1 Intelligent Transport systems

Source: https://www.dvrpc.org/transportation/TSMO/ITSArch/

Figure 6-73 : Broad Overview of ITS

Intelligent Transport Systems will include:

Advanced Traffic Management Systems (ATMS) integrates various sub-systems (such as CCTV, vehicle detection, communications, variable message signs etc) into a coherent single interface that provides real information on traffic status. The same may be installed in all entry points of the cities, so as to discourage bypassing traffic taking city roads in case of congestion in each city. In case of Dehradun, the same may be installed at Haridwar Road, Saharanpur Road, Shimla bypass etc.

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Advanced Traveler Information Systems (ATIS) provides users of transportation systems both public and private mode users travel related information regarding routes, estimated travel times etc.

Advanced Vehicle Control Systems (AVCS) are tools and concepts that enhance the driver’s control of the vehicle to make safe and more efficient.

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Commercial Vehicle Operations for constant monitoring of heavy vehicles. It can be in the form of smart cards, weigh bridges etc.

Advanced Public Transportation Systems to enhance efficiency of public transit systems through information systems, signal priorities, GPRS etc

6.7.2 Traffic Management Centre

A traffic management center (TMC) is a hub of transportation administration, where data is collected and analyzed and combined with other transport characteristics.

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Figure 6-74 Schematic Drawing of TMC

The functional areas of Control center are:

 Real-time traffic monitoring  Dynamic message sign monitoring and control  Incident monitoring  Traffic camera monitoring and control  Active Traffic Management (ATM)  Chain control  Ramp meter monitoring and control  Arterial management  Traffic signal monitoring and control  Automated warning systems

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 Road Weather Information System (RWIS) monitoring  Highway advisory radio  Urban Traffic Management and Control  Public transport Information  Real time route Information

It is suggested to provide VMS system on all entry points of the cities specifically in Dehradun, Haridwar and Rishikesh, specifically on National Highways entering the cities.

6.7.3 Smart Signalization

Benefits of smart signalization are:

 Reduces delay and queuing  Efficient movement of pedestrians and cyclists  Maximize the volume movement  Reduces severity of crashes  Accessibility to pedestrians and side street traffic

6.8 Demand Management Plan

Travel demand management is an intervention (excluding provision of major infrastructure), to modify 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. Some of the “tools” used for TDM are listed below:

 Subsidizing transit costs for employees or residents.  Car parking controls and pricing  Flex-time work schedules with employers to reduce congestion at peak times

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 Road space rationing by restricting travel at certain times and places.  Workplace travel plans  Road space reallocation, aiming to re-balance provision between private cars and other sustainable modes  Introducing active trip reduction programs  Public education and awareness programs

The city can choose and implement any of these strategies, as they do not have any significant financial implications and most of them are policy decisions.

6.8.1 Parking Policy and Management

6.8.1.1 Short term measures  Develop and approve multi-year parking tariff policy  Differential parking tariffs to encourage the use of Multi-level car parks and off street surface parking, and escalate tariff as per pre-defined increments  Have effective penalties for parking violation and enforce them  No free residential parking on main roads (width > 6m) between 07:00 hrs and 22:00 hrs; no on –street parking within 75 m of entry/exit points near important/major traffic junctions, major industries, commercial spaces, education buildings, hospitals etc.  Improve public transport to realize mode shift  Ban on street parking in CBD/Core city/Commercial Areas 6.8.1.2 Medium and long term measures   Promote use of technology for effective enforcement of parking violations  Develop and approve a differential parking tariff to encourage use of peripheral parking  Parking Restriction and Enforcement  Congestion Charge  Impose congestion charge during peak hours on entry of private vehicles in core city area

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 Cash-out measures, transit incentives, unbundling, curb side parking meters, price sensitivity, shared parking, parking regulation, remote parking and public transport facilities, improved enforcement and control

6.8.1.3 Parking Strategies

Many of the on-street parking locations show a demand for short term parking which relates to the need of a space identification allocated for short term parking within accessible limits

Signs and pavement markings: On–street parking areas (e.g. for cars, two wheelers) should be provided with marked parking bays. Parking bays should be delineated by painted lines, studs, markers or textured surfaces different to the rest of the area. DMC/MDDA/HRDA should provide proper signboards with the words ‘Park in Bays Only’ and should be used at all entry points to the precinct and the ‘END RESTRICTED PARKING AREA’ sign should be used at all exit points from a precinct. In addition, a smaller version of RESTRICTED PARKING AREA signs should be used as repeater signs where necessary within the area.

Permissive parking: In order to provide equitable parking to all the road users, permissive parking spaces should be provided at designated parking areas within a restricted parking area scheme using permissive parking signs. If so, the parking spaces/areas should be signposted using parking control signs in accordance.

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Types of parking control include:

 Time of operation – eg. 9 am– 9 pm Monday – Friday  User limitations – eg. Motor cycles, bicycles, cars.

Key Elements of an Effective Parking Policy

 Pricing Mechanisms: The pricing for parking should be defined according to existing demand in a given area and the desired demand levels for that area.  Regulatory Mechanisms: The primary answer to the parking issues in a city has been to provide more parking spaces. Several regulatory mechanisms to control the parking issues should be considered in parking policy.  Infrastructure Mechanisms: Several physical design components should accompany the parking management policies.

In addition, the National Urban Transport Policy (NUTP) 2006 states:

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 The parking policy should recognize that large portion of valuable urban land is used for parking now. The parking fee should represent the value of land occupied and should be used as a means to make the use of public transport more attractive.  The preference should be given for the parking of public transport vehicles and non-motorized modes while allocating parking spaces. This along with easier access of work places to and from such places would encourage the sustainable transport systems.  Public Transport interchanges would be provided with park and ride facilities for bicycles.  A grade scale for parking fee could be adopted, which will recover the economic cost of land used for parking.  Multi-level parking complexes should be made a requirement in city centers that have high rise commercial complexes. Such complexes could come up through public-private partnerships. These complexes should be equipped with electronic metering.  In residential areas, appropriate changes in bye-laws would be considered to free the public carriageway from parked vehicles.  The formulation of a parking policy is the starting point for developing programs and specific plans. This parking policy is an overarching strategic policy document, which sets out how parking management in the city should progress over the short to longer term. The parking policy provides a matrix for managing the shared public road space. The policy enables the priorities for use of the public road space to be determined in a balanced and consistent manner, so that the strategic outcomes can be achieved.

Objective of Parking Policy:

The strategic intent of the policy is:

 Better management of the existing parking supply  Regulating the use of private vehicles and hence to encourage the public transport use  Creating better and clean environment

The parking policy attempts to cover following objectives:

 Discouraging the use of private vehicles  Relieving the congestion on roads

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 Ensuring the safety of pedestrians  Ensuring safe and secured parking-this includes short and long stays  Integrating parking with public transport and non-motorized transport  Enabling appropriate pricing for various parking facilities  Ensuring the reduction of air pollution within the city

The Parking Policy Objectives and the Strategies to be adopted to achieve these objectives are listed in Table below:

Table 6-17: Parking Policy Objectives and the Strategies

S. No Policy Objective Strategies

Promote the use of shared vehicles 1 Discouraging the use of private Reclaim the public spaces vehicles Public transit employee benefit program Reduce the residential street width requirements Introduce paid on-street parking Eliminate parking minimums and establish maximums or parking caps Decouple land use from off-street parking requirements Banning of excessive parking on roads 2 Relieving the congestion on Increase the parking fee roads Ensure that all the parking spaces are paid Implement a zone based parking system Restrict parking in transit-rich and dense areas Enhance enforcement Promote the use of public transport Setting priorities for different parts of parking: Prioritize on street parking as the primary source for short term parking Setting shared off-street parking as the primary source for long term parking Prevent the misuse of footpath for parking 3 To ensure the safety of Ensure that places for parking of vehicles are used for the purpose pedestrians Improve enforcement and control

Create organized and regulated parking services 4 To ensure safe and secure Licensing of parking lots parking Permit only authorized vehicle parking holders to park in designated lots Establish parking control center

Parking lot to be provided in major interchange hubs 5 Integrate parking with public Feeder service to be extended to all localities such that people are required transport and non-motorized to walk less than 250m to access the transport Park and ride facilities for private vehicles only at major interchanges and for bicycles at all main stations Implement way finding and signage improvements

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S. No Policy Objective Strategies

transport

Sell parking as a luxury item 6 Enabling appropriate pricing for Price or tax off-street parking according to the market cost various parking facilities Adopt appropriate technological solutions for fare collection Create a demand management responsive pricing structure for on-street parking Implement an IT platform for registering, paying and tracking Use pricing to ensure an available space Implement emission based parking charges 7 Ensure the reduction in air Adopt building design guidelines pollution within the city Change laws to enable controlled parking zones

6.9 Regulatory Measures

Effective development of urban land use and transport system requires regulatory and institutional changes/ enhancements for implementation of the projects with defined functions.

For Uttarakhand Metropolitan area, Regulatory measures are required for the following:

6.9.1 Bus service Improvement:

At present, only Dehradun has city bus services run by private operators on routes issued by RTO. Considering the future growth of the city and increased travel demand, the city bus services require significant improvement for efficient operations.

In Indian cities, the city bus services are operated either under State Transport undertakings, state transport corporations, city transport corporations, municipal corporations, SPVs or private operators. There are variety of contract models available under which the city buses can operate:

Management Contract: The public authority retains ownership and control of all depots and vehicles, retains all revenues, and pays for all capital and recurrent expenditures. The public authority may also be the employer of most or all of the staff members engaged in providing the services. Developer involvement is confined to the professional management of operations on behalf of the public authority.

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Normally, these services are provided for a fixed, negotiated period and for an agreed price. The contract term is established to allow sufficient time to achieve the desired operational effectiveness, and it is typically of short duration.

Gross Cost Contact: The public authority relinquishes control of the vehicles and rolling stock and possibly also control of the depots and other infrastructure (although it may retain ownership or transfer ownership to a separate body). It requires the developer to operate—and perhaps also to provide—the required rolling stock to specified quality-of-service standards for an agreed price. Under gross-cost contracts, all revenues (from fares and other sources) are transferred to the public authority, and the risks absorbed by the developer are confined to those associated with the cost of operations.

Net Cost Contact (Lease): The public authority relinquishes control of the vehicles and rolling stock and possibly also the depots and other infrastructure (although it may retain ownership or transfer ownership to a separate body). It requires the developer to operate—and perhaps also to provide—the required fleet of vehicles and rolling stock to specified quality-of-service standards for an agreed subsidy or premium. The developer is normally entitled to all revenue (from fares and other sources) and could bear a number of additional risks. Those risks typically concern disturbances to traffic, fluctuations in revenue, and changes to the regulatory regimes. Negotiated risk-sharing clauses in the contract may, however, limit the developer’s exposure to those risks. If required, these contracts allow for lease payments to the grantor for use of facilities or services. These contracts are typically longer term— usually 10 to 14 years.

6.9.2 Traffic Safety Improvement:

As explained in sections 6.6.2.2, 6.6.2.3, 6.6.2.4, 6.6.2.5, it is recommended that proper infrastructure development in terms of signages, streetlights, lane marking, and junction improvement is required to enhance the safety of the road users. In addition to physical infrastructure development, there is need for traffic rules and law pertaining to speed limits, driving under influence, vehicle requirement and inspection, training and education of drivers & all road users, in order to bring behavioral adaptation for safety of road.

6.9.3 Transport Demand Management (TDM) measures:

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Transport Demand Management measures aims to reduce the total volume of traffic and promote shift towards more sustainable modes of transport with objectives to reduce traffic congestion, reduce adverse effects on the environment/public health and to generate additional revenue to improve public transport and NMT by pricing mechanism.

Section 6.8 explains the various tools used for Transport Demand Management. For successful implementation, TDM should always be embedded in a comprehensive framework along with other proposals with ‘push’ and ‘pull’ approach. Area wise parking management, parking space restrictions in specific zones, car limited zones, permanent or time-of-the-day car bans, congestion management, speed reductions are the push factors, which discourages the use of private vehicles. This should be complimented by pull factors such as priority for PT services, high service frequency, passenger friendly stops nd surroundings, more comfort, park and ride, bike and ride facilitates, area wide cycle network, attractive pedestrian connections etc., which encourages the use of PT and NMT.

6.9.4 Vehicle Emissions

As already mentioned in section 6.3, as a green initiative to move towards sustainable urban transport, technological transformations in terms of public transport vehicles is suggested. With efforts to reduce emissions, shift to electric vehicles is proposed for both bus and IPT systems.

Electric Buses and Auto rickshaws:

India is in the process of tackling its ambitious objective of having a 100 per cent zero-emissions, electric vehicle fleet by 2030, as envisaged by NITI Aayog. Consequently, experiments on the operational feasibility of all vehicle types, including buses, cars, two-wheelers, rickshaws, taxis and goods vehicles, are beginning. The Indian government understood the environmental need to switch to electric vehicles and to ensure it is a success; a number of initiatives are being implemented. Faster Adoption and Manufacturing of (Hybrid) and Electric Vehicles (FAME Scheme) is one of said initiatives. FAME provides subsidies as a financial incentive to buyers of electric vehicles. Under FAME I, vehicles in most segments – two wheelers, three wheelers, electric and hybrid cars and electric buses obtained the subsidy benefit of the scheme. The now in operation FAME II scheme from April 1st, 2019 announced Rs 10,000 crore to boost the number of electric vehicles. The Scheme is proposed to be implemented through following verticals:

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1. Demand Incentives : Rs 8596 Cr 2. Establishment of Charging Stations : Rs 1000 Cr 3. Administrative of Scheme including publicity, ICE activities : Rs 38

6.10 Development of Fiscal Measures:

Fiscal measures are considered to achieve a balanced modal slpit, and to secure the budget necessary to implement urban transport projects.

Fare policy:

The existing fare structure of the UTC services is based on the distance travelled, terrain of operations – hills & or plains and type of services – ordinary, express, semi-deluxe. The fare also includes addition tax.

Table 6-18: Fare structure of UTC services

Type of Bus Plain Hill Ordinary [at]108.0 Paisa Per Km [at]172.0 paise per km Express 10% extra on ordinary bus rate 10% extra on ordinary bus rate Semi Deluxe 25% extra on ordinary bus rate 25% extra on ordinary bus rate Deluxe 70% extra on ordinary bus rate 70% extra on ordinary bus rate Air Conditioned AC surcharge [at]20 Paisa per Km AC surcharge [at]20 Paisa per Km extra on deluxe rate extra on deluxe rate The fare also includes accident surcharge and passenger amenities surcharge as below:

Table 6-19: Accident surcharge and passenger amenities surcharge in fare

Km Range Accident Claim Surcharge Passenger Amenities surcharge 0-40 Rs 0.50 Rs 1.50 41-85 Rs 1.00 Rs 2.50 86-100 Rs 1.50 Rs 3.00 101-200 Rs 2.50 Rs 4.00 201 and above Rs 3.50 Rs 5.00

For the city bus services in Dehradun, the fare structure is:

Table 6-20: Fare structure for city bus services in Dehradun

Distance Slab Fare

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Upto 2 km Rs 5 2- 4 km Rs 7 4-6 km Rs 10 6-8 km Rs 12 8-10 km Rs 14 10-12 km Rs 16 12-14 km Rs 18 14-16 km Rs 20 16-18 km Rs 22 18-20 km Rs 24 20- 22 km Rs 26 22-24 km Rs 28 24-26 km Rs 30 26-28 km Rs 32 28-30 km Rs 34 >30 km Rs 36

The fare policy for public transport will continue to encourage more ridership initally. However, a separate study should be conducted for revision of fare policy.

The parking policy will be inclined towards to discourage the private vehicles in the core area by improvement of public transport. Very high parking charges for the vehicles parked in the core area based on the land value associated with it. Parking Policy and Magement has been explained in previous section 6.8.1.3.

Public Transport Subsidy:

Public transport subsidy is an instrument used to maintain and provide quality transport services. Subsidising public transport services ensures that it is socially inclusive, promotes public transport use, and potentially results in a modal shift from private vehicles.

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At a basic level, public transport brings with it several positive externalities, adding to the quality of living for cities in many ways. These externalities can be grouped into three overall effects that make subsidies necessary for any city:

 Addressing social inclusiveness: This is to ensure that public transport is accessible for all. Subsidising helps low-income earners to use public transport and prevent the problem of social inclusion.  Addressing Urban transport issues: Public transport use brings with it positive externalities through reduced congestion, minimising air and noise pollution, addressing parking needs and accidents. In the current set up, it is not feasible to charge private vehicles for the externalities they cause. One way is to provide subsidies to public transport.  Promoting the use of Public Transport: One of the major expectations is that modal shift to public transport will take place if subsidies are provided to reduce costs. However, with poor level of service and reliability, the modal share of public transport across cities has either remained stagnant or has started declining.

Taxation of Private vehicles:

The present tax structure existing in Uttarakhand state is as follows:

Table 6-21:Rates of one time tax on the vehicles under sub section (1) of Section 4 of Uttarakhand Vehicles taxation reforms Act, 2003

Rates of one time tax on the vehicles under sub section (1) of Section 4 of Uttarakhand Vehicles taxation reforms Act, 2003 S.no Vehicles rates on one time tax(in Rs) 1 Two wheelers 7-9% of the cost of percent rate vary based on price of the vehicle two wheeler 2 Motor vehilces other than 8-10 % of the cost of percent rate vary based on price of the two wheelers vehicle motor vechile

The motor vehicle driven by electric batter or solar poer or CNG exempted from tax.

Table 6-22:Rates of tax on two wheelers, three wheelers and good vehicles under sub section (1-A) of Secgion 4 of Uttarakhand Vehicles taxation reforms Act, 2003

Rates of tax on two wheelers, three wheelers and good vehicles under sub section (1-A) of Secgion 4

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of Uttarakhand Vehicles taxation reforms Act, 2003 S.no Description of vehicle Quarterly Annual Rate of rate of rate of one tax tax time tax 1 Two wheeler and three wheeler motor cab with seating 230 800 7000 capacity not exceeding three persons exclusing driver for every seat 2 Three wheeler motor cab with seating capacity of more than 280 1000 7000 three and not exceeding six persons exclusing of driver for every seat 3 Goods vehicle, the gross vehicle weight not exceeeding 300- 1200 12500 kilograms for each metric ton of gross vehicle weght or part thereof

Rates of tax on public service vehicles under sub section (2A) of section 4

Table 6-23: Rates of tax on public service vehicles under sub section (2A) of section 4

Rates of tax on public service vehicles under sub section (2A) of section 4 Rates of

tax per S.n Quarterl Description of vehicle seat (in o y rate of Yearly Rs) tax Monthly 1 Contract carriage with seating capacity for more than 12 125 350 1300 persons (excluding motor cab and maxi cab) 2 2.1 Stage carriage run in a month upto 1500 km for plain routes 100 three eleven times of times monthly the rates monthl y rates for hill routes half of three eleven the rate times of times fixed for monthly the plain rates monthl routes y rates 2.2 for each km exceeding 1500 km Rs0.04 three eleven per seat times of times per km monthly the which rates monthl shall be y rates added in the above 3 stage carriage exclusively operating within the limits of half of three eleven

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Rates of tax on public service vehicles under sub section (2A) of section 4 Rates of

tax per S.n Quarterl Description of vehicle seat (in o y rate of Yearly Rs) tax Monthly municipal corporation or municipality the rate times of times fixed for monthly the plain rates monthl routes y rates 4 Stage carriage registered under motor vehicles act, 1988 in any other state or in any other country under any law enforce at that time with which reciprocal arrangment have been made in the matter of road transport and which are authorized to ply in Uttarakhand under countersignature of their permits, 4.1 distance in a month upto 1500 km 90 three eleven times of times monthly the rates monthl y rates 4.2 for each km exceeding 1500 km Rs0.04 three eleven per seat times of times per km monthly the which rates monthl shall be y rates added in the above 5 Motor vehicle which operate on the route whose both the 75 210 775 stating point and the terminal point situate within the stae of India excluding uttarakhand but part of suc route lies within Uttarakhnad and the length of such part does not exceed sixteen kilometers for wvery seat The rate of air conditioned vehicle shall be twenty five percent more than the rates specified against each vehicle type.

To discourage the growth of personalised vehicles it could be done in the following ways:

 Increase in taxes for private vehicles

 Cess on petrol

 Higher parking charges

 Mandatory availability of parking space at residential houses before issuing a completion certificate

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Potential for Road Congestion Charging:

There is no proposal for road congestion charging but the vehicles entering Mussoorie using existing infrastructure are required to pay additional tolls at the entry to Mussoorie, which will continue.

6.11 Impact Assessment

Projects evolved in CMP will help to achieve sustainable development goals by means of reducing private mode share, emission levels and travel time. Anticipated impacts of the proposed projects are segregated into the following categories:

 Social Impact  Economic Impact  Environmental Impact

6.11.1 Social Impacts

The impact of the proposed projects from the social angle is analyzed at a broader perspective. It is found that most of the projects have significantly less impact with respect to Rehabilitation and Resettlement. Land acquisition for some of the projects is inevitable. The proposed projects significantly improve mobility with reduced travel time.

Table 6-24 Social Impacts

Project Right of Requirement of Improve Reduction un Way/Land Rehabilitation & Mobility travel time Acquisition Resettlement Bus Fleet Augmentation No No Yes Yes

Higher Order Transit system Yes Yes Yes Yes

Intermodal stations Yes Yes Yes Yes Bus Terminals Yes Yes Yes N/A Transport Hub Yes Yes Yes N/A Freight Terminals Yes Yes Yes N/A Bus shelters & Bus Bays Yes Yes Yes Yes ROBs/New Roads Yes Yes Yes Yes

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Project Right of Requirement of Improve Reduction un Way/Land Rehabilitation & Mobility travel time Acquisition Resettlement Footpath No No Yes N/A Pedestrian FoB/Subway No No Yes N/A Major Junction Improvements Yes Yes Yes Yes

6.11.2 Location Impacts

The location Impacts being analyzed 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 such 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 lead to loss of livelihood and / or shelters, further impacted by the pressure of relocation as well as loss of income and their removal. • Breakup of established social fabric and cause severance of established relationships amongst the community. • Some of the specific impacts associated with construction of flyovers involve 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 such as ITS application, improvement in public transport infrastructure would only improve the environment rather than causing pollution though resettlement impacts would be present to a limited extent

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6.11.3 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. 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 • 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 • 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 construction equipment, crushers etc., while noise pollution is due to operation of various types of construction equipment • Stacking of construction waste causing interruption to traffic and pedestrian movements • Runoff from staked construction waste entering the water bodies and existing drainage systems causing clogging of drain outlets as well as the drains themselves

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

6.11.4 Operations Impact

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 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 pedestrianization and encouraging NMT. Pedestrian safety would also be improved with the implementation of the project.

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

6.11.5 Environmental Impacts: Local and GHG Emissions

The impact of the proposed projects from the environmental effects is analysed at a broader perspective as per CMP toolkit. Very few projects have significantly less impact with respect to air and noise pollution. Some of the broad indicators for environmental impact changes are quantified and are presented in Table 6.25. The reductions in vehicular emissions for both the scenarios were calculated.

Local Emissions takes into account the pollutants such as particulate matter (PM2.5), oxides of Nitrogen, Carbon monoxide and volatile organic compounds released from the vehicles, whereas GHG emissions

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Table 6-25: Environmental Impact parameters

Environmental Impact Base Year (2018) BAU Scenario (2048) SUT Scenario (2048) Local Emissions 14.5 17.3 5.1 (Tonnes/day) GHG Emissions 501.5 870.9 261.0 (Tonnes/day)

As a strategy to curb the emission and pollution, in a total transition Rail based or Electric based vehicles is proposed for the public transport fleet of the city. Further, it is assumed that atleast 50% of bus fleet would shift to the electricity based vehicles by 2048.

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CHAPTER 7

IMPLMENTATION PLAN

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7 IMPLEMENTATION PLAN

The chapter on strategies and proposals discussed the way forward for improving urban transport in Uttarakhand Metropolitan Area from which we have established a large number of options that are of short term, medium term and long term in nature. This chapter details out the costs associated with each of the proposed improvements, along with the phasing of the projects. The implementation plan also provides various financial options to be looked at towards implementing the proposed projects. A proper Institutional Framework is of utmost importance for the successful implementation and monitoring of all the schemes. In this regard, an Institutional set up is also recommended.

7.1 Prioritization of Projects

All the proposals discussed so far can be broadly grouped under three categories:

Short Term Improvements: these are short term proposals that need to be reviewed and revised within 5 years as per the requirement.

Medium Term Improvements: the usefulness of these improvements will last for about 5-10 years

Long Term Improvements: the usefulness of these improvements will last for more than 10-15 years

Table 7-1: Implementation Measures

Short Term Improvements Medium Term Improvements Long Term Improvements

Traffic and Pedestrian Off, On Street Parking Development of Multi Modal Management measures Development Hubs

Junction Improvements and Freight Terminal Management Measures

Restriction on On Street Parking Intelligent Transport System on certain locations

Construction of Footpaths Construction of Footpaths Construction of Footpaths

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Short Term Improvements Medium Term Improvements Long Term Improvements

Bus Augmentation & Depot Bus Augmentation & Depot Bus Augmentation & Depot

PT Route rationalization Redevelopment of Bus Terminal

Off street Parking Off street Parking

Road widening & improvement Road widening & improvement Road widening & improvement

First Order Mass transit System First Order Mass transit System First Order Mass transit System

The proposed projects realized the NUTP objectives of focusing more on mobility of people rather than vehilces, improvement and promotion of public transport & NMT, integrated land use and transport planning etc.

The table below summarizes the relation between NUTP objectives and proposals given in CMP:

NUTP Objectives CMP proposals  Encouraging integrated land use and transport Multi nodal and TOD concept planning Improving access of business to markets Junction Improvements and Management and the various factors of production Measures including Smart Signage’s  Bringing about a more equitable allocation of road Traffic and Pedestrian Management space with people, rather than vehicles, as its main measure Road Markings/ Signage focus Construction of Footpaths  Encourage greater use of public transport and non Road network Improvement Plan motorized modes Enabling the establishment of Bus Augmentation quality focused multi-modal public transport Off Street Parking Locations systems that are well integrated, providing ITS (Control room / PIS and Traffic seamless travel across modes Information System)  Establishing effective regulatory and enforcement Multimodal Hub mechanisms that allow a level playing field for all Bus Depot and Workshop operators of transport services and enhanced First order Transit System

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NUTP Objectives CMP proposals safety for the transport system users Second order Transit System  Establishing institutional mechanisms for enhanced Bypass coordination in the planning and management of ROB transport systems Flyover  Introducing Intelligent Transport Systems for traffic Freight terminals management  Addressing concerns of road safety and trauma response  Reducing pollution levels

7.2 Phasing Plan

All the proposals discussed so far can be broadly grouped under three phases:

Phase 1: 2018-2022

Phase 2: 2023-2028

Phase 3: 2029-2048

Note: All the proposals are worked out till 2038 beyond which the long term proposals will serve between 2038 and 2048. However, proposals between 2038 and 2048 may be reworked based on the updation of Master Plan.

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For Dehradun City

Sl.No Projects Quantity Rates Total Cost Cost(In Cr) Unit (Total) (in Cr) (in Cr) Phase 1 Phase 2 Phase 3 Short Term Improvements 1 Junction Improvements and Management Measures Nos 10 3 30 15 9 6 including Smart Signages 2 Traffic and Pedestrian Management measures - Road Km 80 0.05 4 2 1 1 Markings/ Signage 3 Construction of Footpaths Km 50 0.4 20 4 8 8 4 Road network Improvement Plan Kms 80 2 120 24 48 48 Cost 174 45 66 63 Medium Term Improvements 5 Bus Augmentation* Nos 676 2 1352 406 406 541 6 Off Street Parking Locations Nos 2 10 20 10 10 20 7 ITS (Control room / PIS and Traffic Information Ls 3 50 150 75 75 0 System) 8 Multimodal Hub Nos 3 10 30 0 15 15 9 Bus Depot and Workshop Nos 3 20 60 12 24 24 Cost 1612 503 530 580 Long Term Improvements 10 First order Transit System Km 30 250 7500 2550 1500 3450 11 Second order Transit System** Km 5 75 375 113 225 38 12 Redevelopment of Bus terminals Nos 1 50 50 25 25 0

13 Bypass Km 47 10 468 94 187 187 14 ROB Nos 4 30 120 36 48 36 15 Flyover Nos 2 30 60 30 30 0 16 Freight terminals Nos 1 20 20 0 20 0 Cost 8593 2847 2631 3711

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Sl.No Projects Quantity Rates Total Cost Cost(In Cr) Unit (Total) (in Cr) (in Cr) Phase 1 Phase 2 Phase 3 Total Cost (Short, Medium and Long term Projects) 10379 3395 2631 4354

For Rishikesh City

Sl.No Projects Unit Quantity Rates Total Cost Cost(In Cr) (Total) (in Cr) (in Cr) Phase 1 Phase 2 Phase 3 Short Term Improvements 1 Junction Improvements and Management Measures Nos 5 3 15 9 6 0 including Smart Signages 2 Traffic and Pedestrian Management measures - Road Km 35 0.05 2 0.9 0.4 0.4 Markings/ Signage 3 Construction of Footpaths Km 35.0 0.4 14 2.8 5.6 5.6 4 Road network Improvement Plan Kms 30 2 45 9 18 18 Cost 76 22 30 24 Medium Term Improvements 5 Bus Augmentation* Nos 97 2 194 58 58 78 6 Off Street Parking Locations Nos 2 10 20 20 0 0 7 ITS (Control room / PIS and Traffic Information System) Ls 2 50 100 50 50 0 8 Multimodal Hub Nos 1 10 10 0 0 10 9 Bus Depot and Workshop Nos 1 20 20 4 8 8 Cost 344 132 116 96 Long Term Improvements 10 First order Transit System Km 10 250 2500 850 500 1150 11 Second order Transit System** Km 0 75 0 0 0 0 12 Redevelopment of Bus terminals Nos 1 50 50 25 25 0 13 Bypass Km 0 10 0 0 0 0 14 ROB Nos 0 30 0 0 0 0 15 Flyover Nos 0 30 0 0 0 0

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Sl.No Projects Unit Quantity Rates Total Cost Cost(In Cr) (Total) (in Cr) (in Cr) Phase 1 Phase 2 Phase 3 16 Freight terminals Nos 1 20 20 0 20 0 Cost 2570 875 545 1150 Total Cost (Short, Medium and Long term Projects) 2990 1029 691 1270

For Haridwar City

Sl.No Projects Unit Quantity Rates Total Cost(In Cr) (Total) Cost (in Cr) (in Cr) Phase 1 Phase 2 Phase 3 Short Term Improvements 1 Junction Improvements and Management Measures Nos 6 3 18 9 6 3 including Smart Signages 2 Traffic and Pedestrian Management measures - Road Km 35 0.05 2 0.9 0.4 0.4 Markings/ Signage 3 Construction of Footpaths Km 35.0 0.4 14 3 6 6 4 Road network Improvement Plan Kms 35 2 53 11 21 21 Cost 86 23 33 30 Medium Term Improvements 5 Bus Augmentation* Nos 264 2 528 158 158 211 6 Off Street Parking Locations Nos 3 10 30 15 15 0 7 ITS (Control room / PIS and Traffic Information System) Ls 2 50 100 50 50 00 8 Multimodal Hub Nos 1 10 10 0 0 10 9 Bus Depot and Workshop Nos 2 20 40 8 16 16 Cost 708 231 239 237 Long Term Improvements 10 First order Transit System Km 18 250 4500 1530 900 2070 11 Second order Transit System** Km 12 75 900 450 450 0

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Sl.No Projects Unit Quantity Rates Total Cost(In Cr) (Total) Cost (in Cr) (in Cr) Phase 1 Phase 2 Phase 3 12 Redevelopment of Bus terminals Nos 1 50 50 50 0 0 13 Bypass Km 52 10 520 104 208 208 14 ROB Nos 0 30 0 0 0 0 15 Flyover Nos 1 30 30 30 0 0 16 Freight terminals Nos 1 20 20 0 20 0 Cost 6020 2164 1578 2278 Total Cost (Short, Medium and Long term Projects) 6814 2419 1851 2545

For Roorkee City

Sl.No Projects Unit Quantity Rates Total Cost(In Cr) (Total) Cost (in Cr) (in Cr) Phase 1 Phase 2 Phase 3 Short Term Improvements 1 Junction Improvements and Management Measures Nos 5 3 15 9 6 0 including Smart Signages 2 Traffic and Pedestrian Management measures - Road Km 37 0.05 2 1 0.5 0.5 Markings/ Signage 3 Construction of Footpaths Km 37.0 0.4 15 3 6 6 4 Road network Improvement Plan Kms 37 2 56 11 22 22 Cost 87 22 32 47 Medium Term Improvements 5 Bus/IPT Augmentation* Nos 300 0.2 60 18 18 24 6 Off Street Parking Locations Nos 2 10 20 10 10 0 7 ITS (Control room / PIS and Traffic Information System) Ls 1 50 50 25 25 0 8 Multimodal Hub Nos 0 10 0 0 0 0 9 Bus Depot and Workshop Nos 1 20 20 4 8 8

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Sl.No Projects Unit Quantity Rates Total Cost(In Cr) (Total) Cost (in Cr) (in Cr) Phase 1 Phase 2 Phase 3 Cost 150 202 196 202 Long Term Improvements 10 First order Transit System Km 0 250 0 0 0 0 11 Second order Transit System** Km 0 75 0 0 0 0 12 Redevelopment of Bus terminals Nos 1 50 50 0 50 0 13 Bypass Km 9 10 90 18 36 36 14 ROB Nos 0 30 0 0 0 0 15 Flyover Nos 0 30 0 0 0 0 16 Freight terminals Nos 1 20 20 0 20 0 Cost 160 18 106 36 Total Cost (Short, Medium and Long term Projects) 397 99 202 97

* Bus augementation cost in medium term improvement includes the bus requirement for second order transit corridor ** Second order transit systems in long term improvements includes the cost of PRT/cable car system as per the future requirement

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7.3 Financing Options

7.3.1 Public Private Partnership

Public-Private Partnerships is cooperation between a public authority and private companies, created to carry out a specific project. They can take on a number of forms, and can be a useful method of capturing property value gains generated by transport infrastructure in a PPP for a new transport infrastructure development project, the public authority creates a secure environment for the private sector to carry out the project, and the private partner offers its industry know-how, provides funding and shares in the project’s risk. The objectives of the public and private sector partners appear to be quite different. The public sector aims to best serve the interests of taxpayers. The aim is not to use public money to obtain a return on capital investments. The private sector, on the other hand, aims to ensure a return on investment for its shareholders and to be as profitable as possible and yet these two contrasting goals can function perfectly well together in the framework of a PPP. The decision to undertake a public-private partnership and the choice of the most suitable form of partnership greatly depends on the context and the types of project to be developed are given below:

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 The project context may influence the type of PPP to be implemented. The public partner must evaluate the total cost of the project, its importance in terms of public need, the time frame, the number of actors involved and the geographic area in question. Does providing this public service require a major infrastructure? Will it require high levels of human and financial resources to provide this service? Before a decision can be made, it is necessary to fully understand the context of the proposed project.  The cost of the project is of course a critical factor, which will weigh on the choice. Many PPP concern projects for underground systems, LRT and BRT requiring significant levels of financing which the local authorities would have difficulty assuming alone.  A well-structured institutional framework and the local authority’s experience in developing transport projects are also decisive factors. Urban transport is an industrial and commercial activity, which involves financial risk. Bringing in experienced partners is one way of compensating for a lack of certain skills in this field, though a good PPP should call upon other forms of expertise on the part of the public authority. This can sometimes facilitate obtaining a loan, in particular from international funding agencies  The tasks entrusted to the private sector (design, construction, development, operation, maintenance) will influence the type of contract.  The sharing of responsibilities and risks will determine the degree of involvement of each partner and the type and clauses of the contract. There are many types of contracts but it is primarily the sharing of financial risk, which will determine the key characteristics. There are two categories of risk: commercial risk, related to trends in revenue, and industrial risk, related to the cost of construction and trends in operating and maintenance expenses. if both types of risk are covered by the public partner, then it would be a management contract in which the private partner is merely performing the work. The private partner must meet the specifications but will not be motivated to improve the service nor propose innovative techniques or management;  If the project is not self-financing, i.e. if, at the end of the contract, the total revenues and gains do not balance out the total costs, the transit authority may be required to provide compensation, depending on the clauses of the contract.

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7.3.2 Government Sources of Funding

One of the particularities of the urban transport sector is that it depends on funding from several sources and involves various partners, public and private, individual and collective

7.3.2.1 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:

 Roads and bridges, railways, seaports, airports, inland waterways  Power  Urban transport, water supply, sewerage, solid waste management and other physical infrastructure in urban areas  Infrastructure projects in Special Economic Zones  International convention centers and other tourism infrastructure projects

7.3.2.2 Smart Cities Funding

The Smart City Mission will be operated as a Centrally Sponsored Scheme (CSS) and the Central Government proposes to give financial support to the Mission to the extent of Rs. 48,000 crores over five years i.e. on an average Rs. 100 crores per city per year. An equal amount, on a matching basis, will have to be contributed by the State/ULB; therefore, nearly Rupees one lakh crore of Government/ULB funds will be available for Smart Cities development.

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The GOI funds and the matching contribution by the States/ULB will meet only a part of the project cost. Balance funds are expected to be mobilized from: i. States/ ULBs own resources from collection of user fees, beneficiary charges and impact fees, land monetization, debt, loans, etc. ii. Additional resources transferred due to acceptance of the recommendations of the Fourteenth Finance Commission (FFC). iii. Innovative finance mechanisms such as municipal bonds with credit rating of ULBs, Pooled Finance Mechanism, Tax Increment Financing (TIF). iv. Other Central Government schemes like Swachh Bharat Mission, AMRUT, National Heritage City Development and Augmentation Yojana (HRIDAY). v. Leverage borrowings from financial institutions, including bilateral and multilateral institutions, both domestic and external sources. vi. States/UTs may also access the National Investment and Infrastructure Fund (NIIF), which was announced by the Finance Minister in his 2015 Budget Speech, and is likely to be set up this year. vii. Private sector through PPPs

The distribution of funds under the Scheme will be as follows: I. 93% project funds.

II. 5% Administrative and Office Expenses (A&OE) funds for state/ULB (towards preparation of SCPs and for PMCs, Pilot studies connected to area-based developments and deployment and generation of Smart Solutions, capacity building as approved in the Challenge and online services).

III. 2% A&OE funds for MoUD (Mission Directorate and connected activities/structures, Research, Pilot studies, Capacity Building, and concurrent evaluation).

Some typical features of comprehensive urban transport development in Smart Cities are described below.

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 Creating walkable localities — reduce congestion, air pollution and resource depletion, boost local economy, promote interactions and ensure security. The road network is created or refurbished not only for vehicles and public transport, but also for pedestrians and cyclists, and necessary administrative services are offered within walking or cycling distance;  Promoting a variety of transport options — Transit Oriented Development (TOD), public transport and last mile para-transport connectivity;

7.3.2.3 Dedicated Urban Transport Fund at City Level

For the projects, which are not admissible under Smart Cities Mission, or viability gap funding, the alternative sources of funding that a city could avail by setting up a dedicated urban transport fund at city level are given below:

A dedicated urban transport fund would need to be created at the city level through other sources, especially land monetization, betterment levy, land value tax, enhanced property tax or grant of development rights, advertisement, employment tax, congestion, a cess on the sales tax, parking charges reflecting a true value of the land, traffic challans etc.

Case Studies: Pimpri-Chinchwad Municipal Corporation has already set up a dedicated urban transport fund through land monetization and advertisement rights. Similarly, Karnataka has set up a dedicated urban transport fund through MRTS cess on petrol and diesel sold in Bangalore, which is being used to fund the metro rail projects. The various sources of funding that can be used to set up the urban transport fund are given below:

(a) Anticipated purchase of land

This method involves public authorities buying land before announcing that an infrastructure will be built or where the route will run. In this way, the purchase can be made at market price without the infrastructure. The strategy then consists in:

 Directly selling the land to private developers including the estimated added value in the sale price, such as was done in Aguas Claras on the periphery of Brasilia, or in Copenhagen;

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 Developing the area as part of an urban renewal project and then selling it at market price, as was done in Copenhagen or in Japan, where rail companies were the first to use this method to finance their operation  A city can also levy additional stamp duty (5%) on registration of property.

(b) Betterment Tax

A betterment tax is not the same as a property tax, because the increase in value of property is not due to the action of the owner (such as would be the case with renovations and improvements) but from a community action, thus justifying the public authorities to impose such a tax. However, it is not easy to implement, which no doubt explains why this financing mechanism is still underused.

This tax must be levied on all areas that benefit from the new transport infrastructure. The land is valued each year based on an optimal use of each site, without taking into account the existing facilities. A tax based on the value of the land is then levied in order to generate funds for the public sector. Thus, if the value of the land increases, the tax collected also increases. This means that a vacant plot of land in the city centre which has been earmarked for building a residential and commercial complex will pay the same tax as an identical site which has already been developed in a similar manner. Unlike construction taxes, no tax reduction is available to landowners who leave the site empty. Likewise, taxes are not increased if the site is built upon. Landowners will therefore to seek to capitalise on the use of their land.

(c) Land Value Tax Once an area is well connected by public transport and is accessible to the commercial area and also the liveability of the area increases it is possible that the price of the land will increase. Such increase in price can be source revenue for the municipality. Similar to parking, the obtained revenue needs to be utilized for improvement of the area and other areas in the vicinity. 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. Bangalore has also levied luxury tax and professional tax towards the metro fund.

(d) Advertising

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This is another important source of revenue for the city. When properly utilised this source can be of immense value in supporting sustainable urban transport measures in a city. The revenues from advertising in the city can be used to improve the existing transport system and/or create new schemes in sustainable transport.

Paris, France has used the advertising money in developing a public bike scheme, which is now a well renowned model. Similarly, Transport for London (TFL) has made a deal with the advertising specialist, Clear Channel, for the regular maintenance and design of the street furniture in return for the advertising space on bus shelters.

One important aspect that needs to be considered is that the advertising money needs to be utilized for improving the transport system rather than spending it on building more roads. In the similar way, the advertising should not be overdone to avoid visual pollution. Further, ideally advertising revenue should not be a reason for building of pedestrian overpasses as the greater good for the society from these overpasses is minimal.

7.3.2.4 AMRUT funding

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 organized manner. According to AMRUT guidelines:

 One-third of the project cost as grant from GoI for cities with a population of above 10 lakh.  Balance funding by State Governments / ULBs or through private investment.

The tender will include O & M for five years based on user charges. For the purpose of calculation of the project cost, the O&M cost will be excluded; however, the States/ULBs will fund the O&M through an appropriate cost recovery mechanism in order to make them self-reliant and cost-effective.

7.3.2.5 External Funding Agencies

A majority of the urban transport projects such as the development of a complete public bus system, BRT, urban rail projects, etc. are capital intensive and require ongoing funding for operations, routine maintenance and asset management. Generally, funding for such projects is arranged through

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A fund with an assured revenue stream dedicated to the development of the urban transport system would facilitate the process of raising funds from the market and international funding institutions. The stream of revenue could be potentially utilized for debt servicing. For the same reason, the UTF could also raise funds from the open market by floating bonds.

7.4 Institutional Framework

City transport system generally involves several organizations that look after various forms and aspects of the transport system and network and have overlapping functions and areas of work. Therefore, to delineate areas and to remove ambiguity of functions the institutional framework has been proposed.

7.4.1 Unified Metropolitan Transport Authority – State Level

With a view to coordinate all urban transport activities in the city, it is recommended that a Unified Metropolitan Transport Authority (UMTA) for Metropolitan Area, which has been notified, is further needed to be institutionalized for planning and decision making for all matters related to urban transport for the Metropolitan area.

7.4.2 Implementing Agencies

The various implementation agencies for the proposals city wise are given in the table below:

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7.4.2.1 Dehradun Table 7-2: Implementing agencies for projects in Dehradun

Concerned Department for S.No Projects Description/Locations implementation

 Darshanlal Chowk,  Dilaram chowk  Prince Chowk  Ghanta Ghar Junction Improvements and  Araghar Chowk  Tehsil Chowk Municipal 1 Management Measures  Globe Chowk Corporation/Smart City Ltd. including Smart Signage’s  Behl chowk  Survey Chowk,  Ballupur  Balliwala  Lalpul  Dharampur Chowk Traffic and Pedestrian Municipal corporation/ 2 Management measures - Road Traffic Police/ Smart City Markings/ Signage Ltd. Municipal 3 Construction of Footpaths Corporation/PWD Road Widening  Gandhi Road,  Eastern canal Road,  Raipur Road,  Kanwali Road, Municipal 4 Road network Improvement Plan  Haridwar Road (Prince Chowk to Jogiwala Chowk), Corporation/PWD  Saharanpur Road (Prince Chowk to Saharanpur Chowk),  Tilak road,  Subash Road,  Ugrasain Marg Municipal Corporation/ 5 Bus Augmentation State transport undertaking

6 Off Street Parking Locations Municipal Corporation

ITS (Control room / PIS and Municipal 7 Traffic Information System) Corporation/Traffic Police

 Dehradun Railway station Municipal Corporation/ 8 Multimodal Hub  Dehradun ISBT State transport undertaking  Ghanta Ghar

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Concerned Department for S.No Projects Description/Locations implementation Municipal Corporation/ 9 Bus Depot and Workshop State transport undertaking

 North South Corridor – ISBT to 10 First order Transit System Mussoorie and Canal Road SPV-Metro Corporation  East West Corridor – FRI to Raipur and Rispana  19 routes (16 existing Municipal Corporation/ 11 Second order Transit System routes and 3 additional) SPV-Metro Corporation Municipal Corporation/ 12 Redevelopment of Bus terminals Mussoorie bus stand State transport undertaking New Roads  Bypass Road connecting ISBT chowk to Nanda Ki Chowki via Badowala, Baniyawala and Shyampur  Bypass Road connecting Nanda Ki Chowki along Noon River upto Municipal Hariyawala Khurd 13 Bypass  Bypass Road connecting Transport Corporation/PWD/ Nagar to ISBT chowk connecting Development Authority Nanda Ki Chowk  Bypass Road connecting ISBT to NH-72 Haridwar Road near IIP  Strengthening of existing road from Hariyawala Khurd to Mussoorie Road, Roads connecting Pattribagh Area to Race course and Mata Mandir  ROB on NH-72 Haridwar Road  ROB connecting Tyagi Road to Municipal Corporation/ 14 ROB New Road – connecting Race Development Authority Course and Pattribagh  ROB on Mata Mandir Road /PWD  ROB on Haridwar Bypass Road  Flyover on Haridwar Bypass Road with new Bypass Road – connecting Nalapani River from Tapovan Road Municipal Corporation/ 15 Flyover to Sahastradhara Road and further Development Authority/ upto Rajpur Road  Flyover on Saharanpur Road near PWD junction with New Bypass Road - connecting Transport Nagar

16 Freight terminals Municipal

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Concerned Department for S.No Projects Description/Locations implementation Corporation/Development authority

7.4.2.2 Haridwar Table 7-3: Implementing agencies for projects in Haridwar

S.No Projects Description/Locations Concerned Department for implementation

1 Junction Improvements and  Arya Nagar Chowk Municipal Corporation  Management Measures Dudhadhari Chowk  Shankaracharya Chowk including Smart Signages  Chandra Charya Chowk  Shradhanand Chowk  Smarat Prithviraj Chowk 2 Traffic and Pedestrian Municipal corporation/ Traffic Management measures - Road Police Markings/ Signage

3 Construction of Footpaths . Municipal Corporation/PWD

4 Road network Improvement Road Widening Municipal Plan  Haridwar Bypass(Old road) Corporation/PWD/Development  Kankhal Jawalapur Authority  Hillock Bypass (shivlok Nagar to Haridwar Jail area) 5 Bus Augmentation Municipal Corporation/ State transport undertaking 6 Off Street Parking Locations Municipal Corporation/Traffic Police 7 ITS (Control room / PIS and Municipal Corporation/Traffic Traffic Information System) Police 8 Multimodal Hub Haridwar Railway station Municipal Corporation /Development Authority/ State transport undertaking 9 Bus Depot and Workshop Municipal Corporation/ State transport undertaking

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S.No Projects Description/Locations Concerned Department for implementation

10 First order Transit System  Haripur Kalan to GK University SPV-Metro Corporation

11 Second order Transit System  Railway Station- SIDCUL Area Municipal Corporation/ SPV- Haripur Kalan to Indian Overseas Metro Corporation Bank in Jwalapur

12 Redevelopment of Bus Haridwar bus terminal Municipal Corporation/ State terminals transport undertaking 13 Bypass New Roads Municipal Corporation/PWD/  New Haridwar By Pass Development Authority  New Road from Bahadarabad to Kangri  New Road through Ruhalki Kishanpur  New Road through Bhagtanpur Abidpur Urf Ibrahim  New Road along the railway Line from Roorkee-Hardiwar Road through Ikkar upto New Haridwar By Pass  New Jagjitpur to Bahadarpur Jatt Road  New Road from Roorkee Haridwar Road upto Jamalpur Kalan 15 Flyover/Bridge  Construction of 4 Lane Motor Municipal Corporation/ Bridges across Ganga upto Kangri Development Authority/ PWD 16 Freight terminals Municipal Corporation/Development authority

7.4.2.3 Rishikesh Table 7-4: Implementing agencies for projects in Rishikesh

Sl.No Projects Description/Locations Concerned Department for implementation

1 Junction Improvements  Natraj chowk Municipal Corporation  Chowk near Degree College Rishikesh and Management  Intersection near ISBT Measures including  Dehradun chowk  Triveni Ghat Chowk

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Sl.No Projects Description/Locations Concerned Department for implementation Smart Signages

2 Traffic and Pedestrian Municipal corporation/ Traffic Management measures - Police Road Markings/ Signage 3 Construction of Municipal Corporation/PWD Footpaths 4 Road network Road Widening Municipal Improvement Plan  ISBT road Corporation/PWD/Development  Dehradun road from Triveni Chowk Authority to Natraj Chowk Dehradun road from Triveni Chowk to Natraj Chowk  Lakshman Jhula road to be from Chandrbhaga to Railway station  Railway road to bypass 5 Bus Augmentation Municipal Corporation/ State transport undertaking 6 Off Street Parking Municipal Corporation/Traffic Locations Police 7 ITS (Control room / PIS Municipal Corporation/Traffic and Traffic Information Police System) 8 Multimodal Hub Rishikesh Bus Terminal Development Authority/PWD/ State transport undertaking 9 Bus Depot and Workshop State transport undertaking

10 First order Transit System Nepali Frams to Rishikesh City SPV-Metro Corporation

11 Second order Transit ISBT -Railway Station-Raiwala station Municipal Corporation/ SPV- System Metro Corporation 12 Redevelopment of Bus Rishikesh bus terminal Development Authority/ State terminals transport undertaking 13 Freight terminals Municipal Corporation/Development

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Sl.No Projects Description/Locations Concerned Department for implementation authority

7.4.2.4 Roorkee Table 7-5: Implementing agencies for projects in Roorkee

S.No Projects Description/Locations Concerned Department for implementation

1 Junction Improvements  Rampur junction Municipal Corporation.  Ramnagar and Management  Century gate Measures including Smart  Azad nagar  Pattialya Lasi Signages 2 Traffic and Pedestrian Municipal corporation/ Management measures - Traffic Police Road Markings/ Signage 3 Construction of Footpaths Municipal Corporation/PWD 4 Road network Road Widening Municipal

Improvement Plan  Talhegi to Lal Kurti Cantonment Corporation/PWD  Railway Station to Ganesh Pur  Salempur to Ramnagar Chowk  Madhopur to Rampur  Inner Ring Road 6 Off Street Parking Municipal Locations Corporation/Traffic Police 7 ITS (Control room / PIS and Municipal Corporation Traffic Information System) 8 Bus Depot and Workshop State Transport undertaking

9 Redevelopment of Bus Roorkee Bus Terminal Municipal Corporation/ terminals State Transport undertaking 10 Bypass New Roads Municipal  By pass road connecting Rampur and Corporation/PWD/ Beladpur Development Authority

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S.No Projects Description/Locations Concerned Department for implementation

11 ROB  ROB near Nangla Koyal Municipal Corporation/  ROB Near Rahimpur Development Authority /PWD

12 Flyover  Bridge (Solani River) NH -58 By Pass Municipal Corporation/  Bridge Upper Canal Development Authority/  Bridge near Thanshi Pur PWD 13 Freight terminals Municipal Corporation/Development Authority

The various probable funding options for various projects have been given below:

Table 7-6: Sources of funding for various projects

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Proposals Proposed Schemes Probable Funding Sources Smart City (SPV) Common Mobility Card Municipal funds, DUTF, AMRUT, Smart City (SPV) Mobile Phone Application Municipal funds, DUTF, AMRUT, Smart City (SPV) Surveillance Cameras Municipal funds, DUTF, AMRUT, Smart City (SPV) GPS Municipal funds, DUTF, AMRUT, Smart City (SPV) SPV – Municipal Corporation, UKSRTC, Transport Department, Private Operators Bus Transport Inter-Modal facilities PPP, Central/ State Govt. funds, AMRUT Bus Stops PPP, Central/ State Govt. funds, AMRUT NHAI, PWD-NH Road Network Improvement Flyovers Multi-lateral funding Agency, Central/State Govt. funds ROBs Multi-lateral funding Agency, Central/State Govt. funds PWD-NH Road Network Improvement New Links Multi-lateral funding Agency, Central/State Govt. funds NHAI, PWD-NH Road Network Improvement Road Widening Central/State Govt. funds Transport Department, Traffic police, PWD/PWD-NH, LAD, Department of Health Road Safety policy and action Accident recording, Black Road Safety Fund plan Spot identification Roads according to road Road Safety Fund safety standards and safety features on roads Upgradation of emergency Road Safety Fund care system Safer vehicles and strict Road Safety Fund enforcement of road safety rules Implementation of ITS and Road Safety Fund monitoring systems

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OUTCOMES

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8 OUTCOMES

8.1 Improvements in the mobility characteristics of the city

The comprehensive mobility plan has focused on making Uttarakhand Metropolitan Area a vibrant region by reviewing the various studies prepared in the past for the cities falling within Uttarakhand Metropolitan Area, evaluating the implementation of the projects proposed in the Draft CMP, Master Plan for Dehradun, Haridwar, Rishikesh, Master Plan for SADA, City development Plans for Dehradun, Haridwar and the Smart City Proposals. The mobility plan has been prepared with the objective of achieving a balanced modal mix and to discourage personalized transport. The plan has proposed to introduce various transport initiatives in terms of road network development, non-motorized transport and mass transit systems, especially to improve the first and last mile connectivity and reverse the trend of decreasing public transit share.

The improvements suggested are after giving due consideration to the development proposals by the various planning authorities and the detailed assessment of the region through the primary surveys. The results are checked against model and the strategies are improvised to match the real world scenario. The thrust of the strategies and the plans thereof and its outcomes are as follows:

Strategies Outcomes

- Reduction in pollution Improvement in footpaths Improvement in Non- - Increased safety for pedestrians and cyclists Development of bicycle motorized transport - Improved access facilities friendly streets - Increase in public transport share

- Increase in Public transport share Mass Transit Systems Public Transport - Reduced pollution Bus Augmentation Improvement - Reduced travel time Intermodal Integration - Ease of access

Road Network New Roads - Better access facilities Development By pass Roads - Reduction in congestion and hence travel time

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Strategies Outcomes

Freight Policy - Reduced congestion Freight Management Freight Corridor - Reduction in accidents Freight Terminals - Reduction in emissions

Junction Improvements Traffic Management Pavement Designs and - Increased safety Markings

- Better access to information Smart Signals Technology Measures - Safe junction movements and hence ATCC reduction in accidents and delays

Travel Demand - Reduced traffic Policy Measures Management - More awareness on public transport

8.2 Conclusions

Cities in Uttarakhand Metropolitan study area – Dehradun, Haridwar, Rishikesh and Roorkee are experiencing increased dependency on private motor vehicles for personal trips, leading to increased vehicular congestion and emissions. The existing traffic and transportation characteristics conducted for the city indicate inadequate existing transportation infrastructure to serve the future travel demand and a high growth in the private vehicle share in the city and surrounding region. A Comprehensive Mobility Plan is needed to address the mobility needs of the people focusing on non-motorized and public transport, rather than catering to the needs of private automobiles. A CMP optimizes the “mobility pattern of people and goods” and act as an effective platform for integrating land use and transport planning.

The CMP vision of “providing safe, efficient, smart and integrated public mobility solutions enhancing economic and social wellbeing for all” entails eight different strategies namely,

 Integrated Land Use and Transport Strategy  Road Network Development Strategy

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 Public Transport Strategy  Non-Motorized Transport Strategy  Freight Management Strategy  Traffic Engineering Strategy  Technological Strategy  Demand Management Strategy

Each of these strategies have further been translated to action plans in terms of proposals. Integrated Land Use and Transport Strategy is further discussed in terms of multi-nodal transport concept, development of ring radial mobility corridors and transit oriented development. Proposals for Road Widening are listed in the road network development strategy. Public transport strategy explained the utmost need for mass rapid transit systems, route rationalization and multi-modal integration proposals. Bicycle friendly roads and footpath development are discussed in Non-Motorized Transport Strategy. The different policy measures discussed as part of CMP include Freight policy and travel demand management strategies. The CMP discussed about junction improvements, smart signalization and development of area traffic control centre.

To conclude, the CMP has drawn up the transport roadmap for Uttarakhand Metropolitan Study Area including transport investment program containing short, medium and long term projects till 2048. The plan has focused on the mobility of the people, and encouraging systems that maximize the throughput of people. The CMP for Metropolitan Area envisaged a total transport investment of about 20,580 Crores for a period of 30 years.

Project Priority Cost - Crores(INR)

Short Term Projects 423 Medium term Projects 2814 Long term projects 17343 Total cost 20580

The mobility goals for Uttarakhand Metropolitan Study Area need to be addressed through a multipronged approach. The strategies when implemented through specific projects shall fulfil the goals and objectives of the CMP. The impact of proposals as evaluated in the CMP shows an increase in Public

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Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh transport mode share to 39% from the existing 18% and reduction in pollutions when compared to BAU scenario in 2048. Mobility being one of the pre-requisite for the economic development, it is necessary to create better mobility solutions for Uttarakhand Metropolitan Study Area. All the plans and the strategies reviewed in this study will have a significant impact in alleviating the traffic woes of Uttarakhand Metropolitan Study Area in the future years.

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ANNEXURE Comprehensive Mobility Plan for Metropolitan Area focusing Dehradun-Haridwar-Rishikesh

Annexure 1

STAKEHOLDERS MEETING

As part of the CMP, Stakeholder Consultation meeting was held twice to discuss the Comprehensive Mobility Plan Study for Dehradun, Rishikesh and Haridwar Metropolitan area with the various departments working in the Metropolitan area under the chairmanship of Managing Direction, Uttarakhand Metro Rail, Urban Infrastructure & Building Construction Corporation Limited,

 The First Meeting was held on 30.01.2018 as Kick off meeting, wherein discussions were held regarding the approach of the CMP Study with various Stakeholders involved and how contribution of each stakeholder will be important in Completing the Study.  Second Meeting was held on 28.09.2018, discussing about the Draft CMP report. UMTC team presented the existing transportation situation and CMP proposals. The minutes of the meeting issued by the UkMRC is enclosed in the Annexure B.

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Figure 8-1: Glimpses from Stakeholder Consultation Meeting conducted by UkMRC on 28.09.2018

Following the Presentation, various comments and observations were received from the stakeholders:

Observations Response Chairman inquired if any Grade separated UMTC team informed that no such facility is pedestrian Facility is proposed in the study for proposed, however interventions are suggested Dehradun City at the grade level only for pedestrians to cross the road.

Representative of Dehradun Smart City SPV, UMTC team, informed that for this UMTA needs informed that under Smart city proposal, a lot of to be constituted. utilities are to be shifted underground, and for which he requested to share the copy of the concept plan prepared by the consultants. He also proposed that CMP should also address MD, UKMRC, highlighted that though UMTA has inter departmental coordination issues. already been constituted and it will take necessary steps for address the inter

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Observations Response departmental coordination issues. SSP, Police, inquired about the junctions which are It was informed that 13 junctions are proposed proposed to be improved and which could be for improvement. Wherein geometric and signal implemented under short term improvement based improvements have been proposed. measures in order to address the congestion issue, further she requested for a copy of the report for further study. However more elaboration will be provided in the final CMP -she further inquired if these proposals details are included in the report which could be referred for implementation

Deputy General Manager, Uttarakhand Transport UMTC team informed that it will be operated by Corporation Dept. inquired if the buses proposed an SPV, under Municipal corporation are electric based and under which authority the same will be operated

 Commissioner, Municipal Corporation Dehradun, The Consultants informed that the same would informed that Municipal corporation directly be updated in the report accordingly. cannot takeup the operation of city buses within the City, however, it can only regulate it.

 He further inquired whether the  Recommendations made are after considering recommendation & suggestions made are as per the the existing and future scenario. existing scenario or any future scenario is also considered.  Consultant informed that we have suggested a multi nodal concept, wherein for every node a separate transport plan could be developed.

 It was suggested that consultant may identify  it was also inquired, is there any concept areas for new development, which could be proposed on development of any new node or any developed in future as green field development, new or green field area development e.g, Doiwala, Raipur, areas near Shimla Bypass etc

Secretary, HRDA, Haridwar, inquired if the MD, UKMRC clarified, that CMP Study is a vision recommendations made under CMP study, has also document and addresses the issues for the city suggested any measures for handling excessive traffic and travel demand generated by the tourist crowd coming to Haridwar City on special average floating population. festival seasons.

. Any transport system proposed for excessive

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Observations Response tourist crowd, may not be

viable(expensive)/sustainable. Superintendent Engineer, Urban Development, Consultants opined that any transport system Dehradun, suggested that based on the seasonal proposed for excessive tourist crowd, may not be inflow of tourist possibly a dedicated BRT or lane viable(expensive)/sustainable. based system could be proposed, to address the However, system selection for mobility corridor need of mobility during that time, which would will be covered under the alternative analysis further help in easing off the traffic congestion study issue.

All the suggestion & recommendations made during the stakeholder consultation is included in the CMP report.

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Annexure 2

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Annexure 3

Vehicular count at Mid-Block (Haridwar Road)

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Annexure 4

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Annexure 5

The following table gives the compliance of the queires raised by the state government and the corresponding revisions made in the report.

Sl. Query raised by the State Revisions in the Revised CMP Report No government

The populations have been forecasted for 2048 considering the growth past growth trends, and thereby the travel demand has been obtained for both BAU and SUT The CMP should be made for a horizon period of 30 years and should Scenario for the year 2048. A. be reviewed after every 5 years and revised, if required  Population Projections are shown in Section 3.1 and 3.2, Chapter 3, Revised CMP Report (Page 76 – 77)  Travel Demand Forecast has been shown in Section 3.4.3.1 for BAU Scenario and Section 3.4.3.2 for SUT Scenario (Page 91 - 96) The new developing areas as per the spatial growth and master plan provisions have been explained in Chapter 3, Section 3.3 of Revised CMP Report. Based on this assessment, the nodes have been identified In particular, new development areas that will affect transport demand in in the multi nodal concept explained in B. the planning area should be Integrated Land Use and Transport highlighted Development, Section 6.1.3, Chapter 6. (Page 119 - 128)

The public transport corridors have been proposed with due consideration to connect all these areas. Public transit corridors have

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been detailed out in Section 6.3.1, Section 6.3.2 and Section 6.3.3, Chapter 6. (Page 150 – 163)

For the CMP study, extensive data collection has been carried out. The data collection has been done at both secondary and primary level. Task 5 – Data collection – Primary C. Surveys Chapter 5 of Interim Report includes the explanation of the primary surveys conducted along with the locations where it is conducted in our study area. (Interim Report, Page 130-146)

Environmental Impacts parameters - Local and GHG emissions have been estimated for Review of Green House Gas Emission BAU and SUT scenario as per the CMP indicators for the BAU scenario as well toolkit. as sustainable scenarios should be D. done; however, technological This has been mentioned in Sub Section transitions for various scenarios 6.11.5 in Chapter 6 of Revised CMP Report. should also be discussed in detail. (Page 239-240)

Preparation of Mobility Management The traffic engineering and Management measures, traffic safety measures, Measures: technological improvement plan and Demand Management Measures are covered under Section 6.6, Section 6.7 and E. Section 6.8 in Chapter 6 of CMP Report. In CMP, traffic management plans (Page 176 -228) cover parking plans, traffic control The details related to intermodal facilities & measures, intermodal facilities, station is mentioned in Section 6.3.(Page 149-150) The proposal for locations having demand management measures, the potential for development of intermodal

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traffic safety plan and ITS. hub, along with the public transport improvement proposals, are covered under section 6.3.2 in Chapter 6 in Revised CMP Report.(Page 158,161)

Some of the measures that can be taken up as regulatory measures for Bus improvement, traffic improvement, Traffic Demand Management, vehicle emission reduction have been included in section 6.9

Regulatory measures in relation to: in Chapter 6 of Revised CMP Report.(Page 228-231) Bus service improvement --- Traffic F. safety improvement ---- Public-Private All proposals mentioned in the CMP, are Partnerships (PPPs). aimed at improving various parameters such as improve bus services, traffic conditions, demand management the same can be seen from the comparison table between BAU and SUT Scenario in Section 4.4 of Chapter 4 of Revised CMP Report.

Institutional measures in relation to: Institutional framework is given in Section 7.4 in Chapter 7 of Revised CMP Report. The  Coordination mechanism to integrate public transport operation section mentions the formation of state level and to integrate fares; UMTA and the implementing Agencies/Institutions for the proposals in  Establishment of Unified G. Metropolitan Transport Authorities CMP. (Page 256-264) (UMTA); if not in place earlier

 Establishment of SPVs for the implementation of proposed projects; and other changes necessary to promote PPPs.

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The following aspects may have to be Fiscal measures are explained in Section 6.10 examined in the CMP document: in Chapter 6 of Revised CMP Report related

 Fare policy for public transportation, to fare policy and tax structure. The section and parking; gives the existing fare structure for the city bus services. It is proposed to have  Subsidy policy for public transport H. operators; automatic fare revision system. The present tax structure in Uttarakhand has been  Taxation of private vehicles and discussed in detail. There is no proposal for public transport vehicles; and road congestion charging. (Page 231-236)  Potential for road congestion

charging.

The objectives set in the CMP study, out of A table can be prepared summarizing the relationship between the NUTP which various proposals are drawn, are in objectives and the measures proposed line with the NUTP Policy. in the CMP, together with a I. classification of the measures A Comparison table covering NUTP according to their implementation objectives and CMP proposals has been time frame (short, medium and long drawn in Section 7.1 in Chapter 7 of Revised term). CMP Report. (Page 242-243)

All the projects should be presented Stakeholders consultation has been carried to the city stakeholders and the out in the CMP Study at two major stages - J. suggested implementing agencies Inception stage and Draft Final Stage. identified for each project. The first Stakeholders Discussion for CMP Study was held on 31st January 2018, during the Inception stage to understand various Stakeholders’ consultation should be issues and need of the city from the different done after each major stage of the stakeholders perspective. CMP such as the draft stage to Second detailed Stakeholders Consultation K. ascertain their feedback and comments on the proposals and for CMP study was held on 28th September projects for improving urban 2018 after the Draft Stage, wherein all the transport. Proposals made in the CMP Report were discussed in details with the Stakeholders

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involved. The suggestions received from the stakeholders and the actions taken have been compiled and the same is attached as Annexure 1 and Annexure 2 in Revised CMP Report. (Page 269-276)

Implementing agencies for different proposals are given in section 7.4.2 in Chapter 7 of Revised CMP Report. (Page 257-263)

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