Comprehensive Mobility Plan Surat 2046 SURAT MUNICIPAL CORPORATION 22nd January, 2018 Presentation Structure
. Part 1- Trends and Developments affecting Mobility in Surat . Part 2- Travel behavior of Surtis . Part 3 : System Performance . Part 4: Mobility challenges for future . Part 5: People’s expectations from the Plan . Part 6: Forecasts . Part 7: Proposals . Part 8: Institutional Setup . Part 9: Project Costing
Page . 2 What is Comprehensive Mobility Plan (CMP) ?
. The Ministry of Urban Development, Government of India formulated the National Urban Transport Policy in April, 2006 . NUTP envisaged the preparation of Comprehensive Mobility plans. . CMP is a strategic document which provides the direction for the development of urban transportation in the city. It cover all elements of urban transport under an integrated planning process. . It is 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.
(Preparing a Comprehensive Mobility Plan(CMP)—A Toolkit, MoUD, 2014)
CMP Surat - 30 years Horizon- 2046
Page . 3 Surat CMP- Study Area Delineation
Administrative Boundaries: SMC comprises of : 326.52 Sq. km area 7 Zones 89 Wards SUDA comprises of : 985.16 sq km area 121 Villages
18 Urban area with SUDA and 2 outside SUDA 2 INA within SUDA (Sachin and Hazira) Total Study area 1351 sq km Comprises of 15 Urban Area 182 Villages 2 INA (Sachin and Hazira) Page . 4 PART I: Trends and Developments affecting Mobility in Surat Growth in Surat – Spatial and Population
Built up area (sq km): Year 2001 - 2016
Out side Year SMC Study Area % Growth SMC
2001 85.8 67.2 153.0 2006 94.8 70.8 165.6 8% 2011 101.7 74.2 175.9 6% 2016 138.5 95.4 233.9 33% Source: Google Image interpretation Surat Urban Decadal Incrimental Population Agglomeration Growth Rate % Increase
1961 288,026
1971 63.75 204,975 Ahmedabad Urban Agglomeration 493,001 Decadal 1981 85.36 420,805 growth rate 913,806 Year Population % 1991 66.22 605,144 1,518,950 1981 2,550,000 2001 85.09 1,292,514 1991 3,310,000 30% 2,811,464 2001 4,520,000 37% Page . 6 2011Source: Census of India, Various Years63.3 1,773,903 2011 6,350,000 40% 4,585,367 Land Use Distribution in Surat
Existing Land Use 2015 Employment Density Distribution 2016 Primary: 7% Secondary: 37% Tertiary: 55% Olpad
Kamrej
Katargam
Railway Adajan Station
Udhna Kadod ara
Hazira Pandesar a
Palsan Sachin a
Total Employment 29.3 lakh
Source: Development Plan 2035, SUDA Revised 2017 Source: Derived from Activity Survey, 2016 Page . 7 PART 2: Travel behavior of Surtis Data Collection - Primary Surveys
Household (HH) surveys (15700 HH surveys) Activity/ Employment surveys Cordon CVC & Road Side Interviews (8 locations - 22000 (~10%) vehicles have been (3000 Non–residential properties within SMC) interviewed )
Terminal surveys 3 large terminals, 2 small terminals (4000 passengers interviewed)
Speed and Delay surveys (Journey Speed on major corridors for PT, 2w, 3w and 4w
Willingness to Shift 2000 samples (Pvt. Vehicle users, 3Wh users)
CVC at screen line locations (27 locations )
Page . 9 Vehicular Registrations in Surat-1990 to 2017
Vehicle Registrations 3300000 3000000 2700000 2400000 2100000 1800000 2W 1500000 3W 1200000 4W Total Vehicles Total 900000 600000 total 300000 0 1980 1985 1990 1995 2000 2005 2010 2015 Sept_2017 Year (RTO, Surat, 2017).
Vehicles registered per day- 604
• Total Vehicles Registered in Surat till 2017 -29 Lakh 2W 481 • 16.7 Lakh Vehicles added in the last 10 Years. 4W 97 3W 3 Goods 5 If this trend continues the total vehicles will grow by 2.5 times (29 lakh to Bus 1 63 lakh) in 2046 (RTO, Surat, 2016). Page . 10 Travel Characteristics
Vehicle Ownership Trip Rates and Trip Length CRRI - Average 296 Vehicles/1000 population CRRI - 1988 CMP 2016 2w Cars 2004 Area /1000 population /1000 population Per capita Trip Rate 1.02 1.31 1.6 Surat 273 23 Motorised Trip rate 0.6 0.8 0.9 Ahmedabad 215 35 Trip Length Average Trip Length - 3.54 - 5.01 Including Walk Mode Shares Average Trip Length - 5.6 5.6 6.04 CRRI 1988 CRRI 2004 CMP 2016 Excluding Walk Walk 45% 42% 41% Bicycle 19% 12% 2% 3Wh 7% 11% 10% Bus+Rail 6% 2% 1% 2W 21% 28% 36% Average Trip Length- 5.01 km 4Wh 1% 3% 2% Average Trip Length Motorised- 6.04 km 0% 0.30% 9% Others Average Trip time: 18 minutes
Source : Household survey, CEPT university 2016 Page . 11 Avg. travel time by motorised mode: 13.5 minutes Work Trip Lengths – Top 35 Indian Cities
13.0 Surat Trip Length: 5.5km Total Male Female 11.0
9.0
7.0
5.0
3.0
Avg. Trip Length ofthe Length city(km) Trip Avg.
Pune-(31L)
Surat-(45L)
Patna-(17L)
Jaipur-(30L)
Delhi-(163L)
Agra-(15.8L)
Indore-(19L)
Bhopal-(18L)
Kanpur-(27L)
Nagpur-(24L)
Meerut-(13L)
Rajkot-(12.9L)
Nashik-(14.8L) Ranchi-(10.7L)
Varanasi-(12L)
Lucknow-(28L)
Mumbai-(183L) Gwalior-(10.7L)
Vadodara-(16L)
Faridabad-(14L)
Srinagar-(11.8L)
Bangalore-(84L)
Jabalpur-(10.5L)
Amritsar-(11.3L)
Dhanbad-(16.2L)
Hyderabad-(67L)
Ludhiana-(16.2L)
Gaziabad-(16.5L)
Allahabad-(11.1L)
Ahmedabad-(55L)
Kolkata-(45City) L,
Chennai-(46 City) L,
Coimbatore-(10.5L)
Aurangabad-(11.7L) Visakhapatnam-(17L)
Source: Census 2011 – Travel Diary Page . 12 PART 3: System Performance
Centre of Excellence (CoE) in Urban Transport, CEPT University System Performance – Speed Avg. 2Wh Speed – 30 KMPH Avg. 3Wh Speed – 25 KMPH Avg. PT Speed – 20 KMPH
10:00 am to 11:00 pm Page . 1407:00 pm to 08:00 pm Travel Speed Comparison
Travel Speed Comparison for 8 cities 30 (Within 10km from Railway Station)
25
20
15 Speed 10
5
0 9:00 AM 10:00 11:00 12:00 1:00 PM2:00 PM3:00 PM4:00 PM5:00 PM6:00 PM7:00 PM8:00 PM9:00 PM AM AM PM Time
Ahmedabad Bangalore Chennai Delhi Hyderabad Jaipur Pune Surat
Page . 15 15 System Performance- Congestion Level in Surat
% of Higher order VCR Category Network >0.9 72 km (14%)
>0.7 64 km (12%)
<0.7 382 km (74%)
Page . 16 System Performance- Accidents
Accidents Year Minor Fatal* Serious* Total Accidents 2011 558 240 425 1223 2012 484 225 437 1146 2013 344 213 414 971 2014 324 246 406 976
Mode 2015 266 251 386 903 Affected Mode s 2016 NA 273 327 - Others(JC Accident GSRTC/ Gran Two Three Four Truck and B, Crain, with Street Level of Service -3 Pedestrian Bicycle Private d % Wheeler Wheeler Wheeler Eicher SMC Element/B Bus Total Vehicles) reakdown As per Service Level Benchmarks in Urban Transport for Indian Cities- Round2, Centre of Excellence in Urban Transport, 2016 Two Wheeler 88 6 38 132 11% Three Wheeler 95 3 24 3 125 11% Affected Modes: Four Wheeler 90 10 79 7 4 190 16% City Bus 3 1 1 5 0% Pedestrian: 43%, Truck and Eicher 90 10 152 17 16 7 3 1 296 25% 2Wh: 40% Others(JCB, Crain, SMC 43 12 58 2 8 4 3 130 11% Vehicles) Accident with Street Responsible Modes: 72 42 10 5 2 131 11% Responsible Mode Responsible Element/Breakdown Trucks & Eicher: 25%, GSRTV/Private Bus 19 3 23 3 48 4% UnknownSource: Police Department, Surat82 2016 8 26 3 1 1 121 10% 4Wh : 16 % each Grand Total 510 53 473 77 39 16 9 0 1 1178 100% Page . 17 % 43% 4% 40% 7% 3% 1% 1% 0% 0% 100% System Operations and Performance Pollution levels 2016
Emissions PM2.5 (Ton) Nox (Ton) CO (Ton) CO2 (Ton) Year 2007 0.38 1.14 6.63 256.87 Year 2016 1.36 3.84 26.67 1117.91
* Emissions from Passenger vehicles
30.00 26.67 1200 1117.91 Yr. 2007 Yr. 2007 Yr. 2016 25.00 1000 20.00 800
15.00 600 Tons/ Day Tons/ Tons/ Day Tons/ 10.00 6.63 400 256.87 5.00 3.84 200 0.38 1.36 1.14 0.00 0 PM2.5 (Ton) Nox (Ton) CO (Ton) CO2 (Ton) Emissions Emissions Transportation sectors accounts to about 1177 tonnes of Emissions every day
Per capita Co2 emissions in Surat is 0.42 kg/day The Co2 emissions have increased by 4.4 times in the last 9 years
Page . 18 Level of Service in Urban Transport
Good Poor
LoS ranges Focus areas 1 2 3 4 Public Transport Facilities ≤14 15-28 29-42 42-56 Financial Sustainability of PT ≤3 4 – 6 7 – 9 10-12 Pedestrian Infrastructure Facilities ≤4 5 – 8 9 – 12 13 - 16 Pedestrian Infrastructure Facilities (For hill Cities) * ≤8 9 – 16 17 – 24 25 – 32 Non-Motorized Transport Facilities ≤3 4 – 6 7 – 9 10-12 Application of ITS Facilities ≤5 6 – 10 11 – 15 16 - 20 Road Network Performance ≤7 8 – 14 15 – 21 22 - 28 Parking Management <2 3 – 4 5 – 6 7 – 8 Road Safety ≤3 4 – 6 7 – 9 10-12 Environment ≤4 5 – 8 9-12 13 - 16 Integrated Land Use-Transport System ≤6 7 – 12 13 – 18 19 - 24 Intermediate Public Transport ≤3 4 – 6 7 – 9 10-12 Page . 19 System Operations and Performance- Overall
Page . 20 PART 4: What are the mobility challenges for future?
Centre of Excellence (CoE) in Urban Transport, CEPT University Future Mobility challenges in Surat
Growth in the next 30 Years- Business as Usual Scenario 2046
Vehicle Growth Population 2.1 times Growth from 29 lakh Passenger to 63 lakh journeys will 2 times increase by 60 Lakh to 2.5 times 125 lakh
GHG Average emissions Speed on the likely to Mobility Challenges network to increase in Surat reduce from 29 kmph to 4.5 times 20 kmph
Travel Time Accidents to to increase increase by Increase in 4.5 times (13 4.8 times Congestion minutes to 3.5 times 60 minutes) (14% to 48% network)
Page . 22 PART 5: People’s Expectations from the plan
Centre of Excellence (CoE) in Urban Transport, CEPT University Stake holder consultation – Issues and Area of Interest
4.20 4.00 3.97 4.10 4.06 3.90 3.99 3.79 4.00 3.80 3.70 3.90 3.86 3.70 3.79 3.80 3.60 3.58 Rates 3.70 3.50 3.43 3.45 Avg. Avg. 3.60 3.40 3.37 3.36
3.30 3.50 Avg. Rates Avg. 3.20 3.40 3.10 3.30 3.00 3.20 Good Walking Safety on Roads & Seamless Travel Time in Facilities Reduction in Connectivity in all Surat to remain accidents Public Transport below 30 minutes Modes Expectations
Current Issues
Page . 24 Based on responses received from 388 persons Vision for Surat 2046 by citizens
Green & “Efficient, AccessibleSmart & Safe & SuratTrafficmoving Clean city management Pollution towards EfficientLow Carbon Future” free Public
Transport Road Land use & Safety Surat Trans Vision 2030Transport-The vision is to create a system that minimizes the need Road Last mile for travel,Infrastructure provides Integrationchoices for modes that are safe, sustainableconnectivity socially, economically, financially and environmentally,Policy and provide a global image for the city.’S & Awareness International Affordable Air Parking public connectivity space transport
Page . 25 Vision for Surat 2046 by citizens
Green & Smart & Traffic Clean city management Pollution Efficient free Public
Transport Road Land use & Safety Transport Road Last mile Infrastructure Integration connectivity Policy & Awareness International Affordable Air Parking public connectivity space transport
Page . 26 PART 6: Forecasts
Centre of Excellence (CoE) in Urban Transport, CEPT University Population and Employment Projections
Year Population CAGR Employment CAGR
2011 50,81,856 - - -
2016 59,29,821 3.13% 29,28,559 -
2021 73,00,000 3.69% 36,06,200 4.25%
2026 85,50,000 3.53% 42,32,250 3.75%
2031 98,00,000 3.34% 48,60,800 3.44%
2036 110,00,000 3.14% 54,69,200 3.17%
2041 118,50,000 2.86% 59,10,780 2.85% 2046 125,00,000 2.60% 62,50,000 2.56% • Year 2011 - Census • Year 2016- Estimated population CEPT • Year 2036- Projected population DP • Year 2046- Projection by CEPT Page . 28 Future Development/Proposals in Study Area- SUDA DP 2036
9 identified Growth Centers : Kadodara Palsana Industrial Sachin Nodes Olpad Tena Hazira Kathor Kathor Olpad Residential and Kamrej DREAM City Commercial Nodes Ved Kamrej Tena Rly station HSR Adajan • Multimodal Transit Hub at Surat Railway station and Vedchha Hazira Kadodara • Pandesara Dream city is being proposed towards the south of Surat as major activities generated Dream City area. Sachin Palsana GIDC • DFC and High Speed Rail towards East • Vadodara Mumbai Expressway towards East • Logistics park near Bhatiya Page . 29 • Proposed Commercial Zone near Kadodara Future Area Requirement
DP SUDA Proposed Area: 681 sq.km CMP 2046 -Proposed Area:832 sq.km
Built up Gross Built up Built up Gross Built up Density Boundary AREA (Sq.km.) Population Boundary AREA (Sq.km.) Population (Sq.km.) Density(PPH) Density (PPH) (Sq.km.) Density(PPH) (PPH) 326 262 79,93,695 245 305 SMC 326 251 97,50,000 299 388 SMC Study Area 1351 832 125,00,000 93 150 Study Area 1351 681 110,00,000 81 Page162 . 30 PART 7: Proposals Road Network Development
Centre of Excellence (CoE) in Urban Transport, CEPT University Legend Future Road Network - Pattern and Completeness
Development Plan (2036) CMP (2046)
Ring radial pattern Ring radial pattern Second level of road network missing Page . 32 Complete road network Legend Issues Work out – Pattern and Completeness
Development Plan (2036) CMP (2046)
Four links Road proposed with emerging from the clear junctions one junction - and straight 60m & 90m RoW Missing network connectivity Completed the connectivity to missing links major roads
Critical junction: Merging of 5 arms with variation in Road Junctions with 4 widths i.e. arms, road 60m,120m,90m & widths of 60m 45m
Long Bridge Road proposed on peripheral to avoid long distance bridge
Ring radial pattern Ring radial pattern Second level of road network missing Page . 33 Complete road network Road Network Development Process– Existing (2017)
Total Road network length: 5773 km
Area Existing
SMC 3859
SUDA 1411
Rest 503
Total 5773
Built up 228 (sq km) Road 4.3 density (Km/sqk m) Page . 34 Road density = Total road network / study area Road Network Development Process– Development Plan (2035)
273km New links added wrt to exiting road network
Total Road network length: 6043 km
Area Existing DP 2036
SMC 3859 3905
SUDA 1411 1621
Rest 503 517
Total 5773 6043
Built up 228 680 (sq km) Road 4.3 4.5 density (Km/sqk m) Page . 35 Road density = Total road network / study area Road Network Development Process
With respect to DP road network proposal 172km network Adopted in CMP 9.3 km network Modified in CMP 79 km network Removed in CMP
Area Existing DP 2036
Legend SMC 3859 3905
SUDA 1411 1621
Rest 503 517
Total 5773 6043
Built up 228 680 (sq km) Road 4.3 4.5 density (Km/sqk m) Page . 36 Road density = Total road network / study area Road Network Development Process– Comprehensive Mobility Plan (2046)
361km New links added wrt to DP road network
Total Road network length: 6306 km
Area Existing DP CMP 2036 2046
Legend SMC 3859 3905 3944
SUDA 1411 1621 1788
Rest 503 517 574
Total 5773 6043 6306
Built up 228 680 832 (sq km) Road 4.3 4.5 4.7 density (Km/sqk m) Page . 37 Road density = Total road network / study area Future Road Network – Improving Hierarchy
Development Plan (2036) CMP (2046)
Page . 38 CL
0.25 0.25 0.25 0.25 3 7.5 2.25 3.5 2.75 3.5 14.5 15 14.5 3.5 2.75 3.5 2.25 7.5 3 90
P/U SL UC PP/AA CT L/U/HB CW M CW L/U/HB CT PP/AA UC SL P/U
90 m ROW Highway with Service Lane
CL
0.25 0.25 1.25 5.5 2.75 2.75 11 1 3.5 4 3.5 1 11 2.75 2.75 5.5 1.25 60
P/U SL PP/AA CT CW M BL BS BL M CW CT PP/AA SL P/U
60 m ROW with MTS (Stop Location)
Proposed Typical Cross Sections for Surat
CL
0.25 0.25 1.25 5.5 2.25 2.25 2.75 11 9.5 11 2.75 2.25 2.25 5.5 1.25 60 Median with P/U SL UC PP CT CW Transit Ready Zone CW CT PP UC SL P/U
60m ROW with MRTS 60 m ROW with Transit Ready Zone
45m ROW with Transit Ready Zone
Page . 39 Road Network along DFC
Total Underpasses: 16 DP (2035) CMP (2046) Total Underpasses: 16 (Major: 6 and Others: 10) (Major: 9 and Others: 7)
0.6 0.6 Avg. Distance between: Avg. Distance between: Underpasses: 0.6 km Underpasses: 0.6 km Rings: 2.25 km Rings: 2.25 km Major Radials: 3.25 km Major Radials: 3.25 km
2.25 Length of DFC 3.25 3.25 2.25 corridor in the impact area 13.5 Km
Page . 40 Road Network along DFC - Proposed Cross sections of Underpass
CMP (2046) Total Underpass: 16 (Major: 9 and Other: 7)
Typical Cross Section for 24/36m
Typical Cross Section for 60/45m with BRT in center
Page . 41 Typical Cross Section for 60/45m with MRT in center Proposed Bridges & Flyover - CMP
Area Existing UC DP 2036 CMP 2046
River 11 2 7 7 Bridges
Flyover 28 4 1 1
RoB & RuB 20 5 25 37
Total 59 11 33 45
Total 115 Bridges & Flyover 20 River Bridges 33 Flyovers 62 RoB and RuB
Page . 42 Scenario Specification
Scenarios Specification Mode Share Do Nothing • Land Use based on Surat DP PT: 22.5% Scenario 1: Base • Surat DP road network Pvt.: 77.5% • Future bus network on DP road network Business As Usual • Land Use based on Surat DP PT: 32.5% Scenario 2: BAU • Surat DP road network + few modifications Pvt.: 67.5% • Future bus network and Rapid Transit Corridors on DP roads
Comprehensive Mobility Plan proposal • Land Use based on consideration of Transit Oriented Development along PT: 37.5% Scenario 3: CMP Rapid Transit Corridors Pvt.: 62.5% • Modified and upgraded road network proposal
• Future bus network andPage RTC. 43 on CMP network Road Network Evaluation - Traffic Flows
BAU – 2046 (Do minimum) CMP – 2046 (Do something)
4500 1400
1200 Total Passenger Vehicles Km (in Lakhs) 7900 5000 1000 994
800 677 767 656 11200600 555 5500 411 12000 7000 312 12000 . Km (in Lakhs) (in . Km 400 391 510 4000 307 12900 Veh 264 374 200 304 9400
0 2300 6000 13000 Yr. 2016 Yr. 2021 Yr. 2026 Yr. 2036 Yr. 2046 7800
Scen 1: Base Scen 2: BAU Scen 3: CMP
Traffic volume: PCU / hour/ direction Page . 44 Road Network Evaluation : Model Outputs
% Average % V/C >.9 Sr. Scenario VKT (full VHT saving travel Total Fatal Scenario savings (length in No. Description day) (full day) s in time Accidents Accidents in VKT km) VHT (mins)
DP network 1 9,93,82,597 55,10,370 57.5 465 (57%) 3825 861 Base - 2046 (Bus + BRT)
DP network BAU - 2046 2 (Bus + BRT + Metro + 7,66,90,758 22% 32,43,250 41% 39.4 375 (46%) 2888 650 (Do minimum) Rapid Transit Corridors)
CMP network CMP - 2046 3 (Bus + BRT + Metro + 6,56,29,842 34% 2,405,178 56% 31.7 155 (14%) 2270 511 (Do something) Rapid Transit Corridors)
Page . 45 PART 7: Proposals Public Transport Proposals
Centre of Excellence (CoE) in Urban Transport, CEPT University Regional Transport in Surat – GSRTC
GSRTC operates 3439 trips per day Towards Total No. of Buses 457 Ahmedabad Destinati Direction Origin Via on in Total from Surat Surat 11 Surat Towards Towards Olpad 172 285 0 457 Ahmedabad Towards 22 0 0 22 timba/dungha/asta Towards Ukai 46 107 0 153 22 Towards Valsad 9 186 0 195 Towards Hajira 12 0 0 12 Towards Towards Olpad 1 8 2 11 Timba/Dungha/ Asta Total No. of Buses (%) Origin Destina Towards Hajira Direction Via from tion in Total Surat Surat Surat 12 153 Towards Ahmedabad 38% 62% 0% 457 Towards 100% 0% 0% 22 Towards Ukai timba/dungha/asta Towards Ukai 30% 70% 0% 153 Towards Valsad 5% 95% 0% 195 Decentralisation of GSRTC services in future Towards Hajira 100% 0% 0% 12
195 Towards Olpad 9% 73% 18% 11 To ease the vehicular traffic, through GSRTC routes in Surat city proposed to be diverted through NH Towards Valsad Proposed Interchange nodes at Kamrej and Kadodara Page . 47 69% of the Buses are via Surat Public Transport in Surat – Existing + Probable Rapid Transit Corridors
MajorMajor GrowthGrowth && TransportTransport NodesNodes Public transport network (2017) as per DP2036 as per DP2036 • BRTS : 105 km • City bus: 272 km Total: 330 km
Identification of Probable Rapid Transit Corridors based on connectivity to future growth nodes : network of 230 kms
Page . 48 Public Transport in Surat – Existing + Probable Rapid Transit Corridors
Major Growth & Transport Nodes Public transport network (2017) as per DP2036 • BRTS : 105 km • City bus: 272 km Total: 330 km
Identification of Probable Rapid Transit Corridors based on connectivity to future growth nodes : network of 230 kms
Identification of Probable Transit Ready streets (>=36m) : network of 655 kms (excluding RTC)
Page . 49 Proposed Metro and BRT Corridors – Based on demand analysis
CMP (Do Something - Bus + BRT + Rapid Transit Corridor) Proposed Metro Corridor 1. Majuragate to Karamala (via Ved): 15.8 km 2. Dream city – Kamrej/Vav (via Sarsana- Exhibition 7000 Centre, Bhatar Char rasta and Sarsana, Majura Gate, Rly station and Sarthana): 29 km 3. Bhesan – Umbhel (via Adajan, Majura gate, Kamela 18000 Darwaja and Saroli): 26.3 km 14000 Total of about 71 km of Metro network
Proposed BRT Corridor 32000 1. Adajan to Hazira (via Pal): 14 km 2. Jahangirpura to Olpad (via Talad): 11 km 9000 3. Kosad to Sayan (via Gothan): 9 km 4. Punagam to Valthan (via Kosmada): 11 km 12000 5. Unn to Khajod: 6.3 km 6. Dindoli to Bhatiya: 10.2 km 13000 7. Kamrej to Vav: 2.3 km Rapid Transit Corridor 8. Sherdi to Unn (half ring) (via Kapodara, Saroli, BRTS Devadh, Saniya Kande): 30 km Bus Total of about 93.8 km of BRT network Accessibility to transit has improvedPage . 50 in this scenario by avg. 23% w.r.t to BAU scenario Proposed PT network
Integration of Network 71 km of metro network
196 km of BRT network
899 Km of Bus network
Integrated fare structure & ticketing
0.33 km / Sq.km Rapid Transit Network Comparable to • London- 0.3 • Tokyo-0.3 • Singapore- 0.2
Page . 51 Public Transport - Proposed Interchanges
Type of Level of Level 1 Type of Interchange Interchange Interchange Level 2 • Rail + Regional bus Level 3 Level 1 + RTC + BRT +city 2 bus
• RTC + BRT + Regional bus +city Level 2 bus 20 • RTC + BRT + city bus
Level 3 • RTC/BRT + City bus 12
Total 34
Regional public transport (GSRTC) at the major interchanges E.g. Multimodal Transport Hub at Surat Railway Station (DP 2035)
Page . 52 Public Transport - Interchange concept – Udhana
1. Design Concept 3. Interchange Facilities
Basic Terminal Facilities Transit Supportive Facilities Additional Facilities Primary Catchment Area
2. Passenger Connectivity 4. Fare Integration
5. Intelligent Transport Management System Transit Development Area (TDA) delineation (ITMS)
Page . 53 Proposed Terminals and Depot locations
Type Total
Depots 4
Terminals 9 Proposed Terminal & 26 Depots Total 39
Page . 54 Public Transport Proposal- Waterways
Route 1: Dumas to Causeway Bridge (22 km)
Route2: Causeway Bridge to Kathor (24 km)
Sr No. Ferry Dock Stations Terminals/Interchange 01 Kathor (N) Terminal 02 Sarthana Nature Park Interchange (Ferry –BRTS -RTC) 03 Uttran Bridge Interchange (Ferry –BRTS-RTC) 04 Amroli Bridge Interchange (Ferry –BRTS -RTC) 05 Jahangiripura Interchange (Ferry –BRTS) 06/06a Causeway Terminal & Interchange (Ferry-Ferry) 07 Chowk Interchange (Ferry –BRTS-RTC) 08 Sardar Bridge Interchange (Ferry –BRTS) 09 Chowpati Interchange (Ferry –RTC) 10 Umra Interchange (Ferry –BRTS) 11 ONGC Bridge Interchange (Ferry –BRTS) Page . 55 12 Dumas Beach Terminal Public Transport Proposal- Demand analysis
Transit Flows (2026) Year 2026 Passengers/ hour /direction Mode Boardings % Boardings (peak hour)
Bus 96,862 31.5% BRT 87,568 28.5% RTC 120,789 39.3% Ferry 2,345 0.8% Total 307,564 100.0% * Peak hour is 10% of full day
• Demand observed in ferry is not very high in year 2026. • Further detailed alternative analysis may be undertaken in future for feasibility assessment. Page . 56 Green Transportation- Electric mini buses / Mega cabs a) Last Mile Access for old city from BRTS and HMC b) Reducing Congestion in old city c) Reducing Pollution in old city d) Charging Stations- 4 e) Electric Vehicle interchanges(10) • Athwa Gate Interchange • Majura Gate Interchange • Udhana Darwaza Interchange • Sahara Darwaza Interchange • Delhi Gate / Rly Station Interchange • Katargam Darwaza Interchange • Adajan Patiya Interchange • Chowk • Bhagal • Gopi talav Interchanges
Page . 57 PART 7: Proposals Transit Oriented Development
Centre of Excellence (CoE) in Urban Transport, CEPT University Implementing TOD requires the following
1. Identify TOD zones as overlay on DP zones to enable implementation 2. Identify incentives to encourage redevelopment and transformation of the existing developed areas 3. Identify regulations (DCRs) to organize future growth and density 4. Identify new connections to connect with public transport and to transform the TOD zone into walkable, transit oriented areas 5. Improve existing roads to make them “Complete Street” 6. Prepare Comprehensive local area plan for different TOD zones. This would include; a) Proposal for Improving Connectivity b) Reducing Block size c) Incentivizing development to increase density d) Regulating built form e) Improving public realm, creating public plazas, open spaces, amenities, etc.
Page . 59 Requirements for TOD zoning and Regulations
Potential improvements in regulations while preparing LAPs for TODA 1. Identify clear area for TOD overly zone on the development plan map 2. Permit higher FSI in TOD zone to encourage mode development and increase ridership 3. Identify Improved street network including new streets and street widening through incentivized redevelopment 4. Allow mixed use development 5. Mandate regulations such as built to line, arcade, no vehicular entry zone, etc. 6. Remove/reduce ground courage requirements to make efficient use of ground 7. Rationalize parking requirements 8. Allow and encourage affordable housing within TOD
Page . 60 MRT and BRT TOD Zones
MRT TOD BRT TOD MRT + BRT TOD
Total Zones: 14 (avg size – 1.8 sqkm) Total Zones: 31 (avg size – 2 sqkm) Total Zones: 37 (avg size – 2 sqkm) Total area: 38 sqkm Total area: 66 sqkm Total area: 81 sqkm
Page . 61 Existing Proposed Transit Oriented Zone
Improving Walkability by Reducing Block Size
. 200m buffer for TOD and 500m buffer for walkability . Plots considered with 50% and higher area under TOZ
Page . 62 Transit Oriented Zone – Cost of Infrastructure
Drainage Water Supply Storm Network Proposed Road Type of TOD LAP Area(Ha) Network Total Cost (Cr) Amount (Cr) Amount (Cr) Cost (Cr) Amount (Cr)
MRT 3751 385 320 115 35 856 BRT 6591 989 824 297 1206 3315
MRT and BRT 8051 1208 1006 362 1419 3995 Combined
Page . 63 Value capture
FSI for TOD zones
Zones Base FSI Chargeable FSI Total FSI Non-Transit Oriented Zones 1.8 0.9 2.7 Transit Oriented Zones (Metro & BRTS) 1.8 2.2 4
Assumptions used to calculate the revenue The development under TOD has 85% residential and 15% Commercial Revenue generation potential through TOD Value capture The only 33% plots will avail extra FSI Sr.No Type of TOD Total Revenue Amount The extra FSI rate will be charged based on the (Cr.) 40% of Jantri rate for Residential and Commercial 1 MRT 8000-12,000
The existing consumed FSI is 1.3 in Surat City 2 BRT 10,000-20,000 Jantri rates for residential development is taken as Rs. 7800/- 3 MRT+ BRT Combined 24,000-30,000 Jantari rate for commercial development is taken as Rs. 11,000/- Page . 64 PART 7: Proposals Non Motorised Transportation
Centre of Excellence (CoE) in Urban Transport, CEPT University NMT Approach for Surat
Footpaths & bicycle Infrastructure infrastructure added in phases development
Awareness campaigns Communication Demonstration projects
Branding Bicycle Sharing
Monitoring Strict regulation and monitoring mechanisms
Page . 66 NMT Infrastructure in Surat
PROPOSALS for NMT in SURAT
FOOTPATHS BICYCLE TRACKS Providing new footpaths and Widening existing ones on all PT routes and accident prone area (382 km). Removing encroachments from Providing lane markings for bicycle tracks along all public transit routes wherever possible 348km existing footpaths and following strict regulation and monitoring
MAP
Page . 67 Walkable streets and public plazas
Anuvrat Dwar to Magdalla Landscape
Page . 68 Public Bicycle Sharing
PBS in Surat a) S1 – Old City Mobility Revitalization Scheme (Old City) • Cycles 1050 • Ports: Major – 20 & Minor – 30 • Cost : 785.7 lakhs b) S2 – Educational Area Scheme (VNSGU – SVNIT – VR Mall) • Cycles 480 • Ports: Major – 8 & Minor – 16 • Cost : 363.2 lakhs S1 c) IT – Integration and ITS • Cost : 125 lakhs S2 Major Ports 30 Capacity Minor Ports 15 Capacity
Page . 69 PART 6: Proposals Mobility Management
Centre of Excellence (CoE) in Urban Transport, CEPT University . Charged Parking based on- Land value, Right of Way, vehicle Parking type and parking duration, time of parking and Parking Mobility Management- Districts(external, buffer and core) Policy Proposals . Stricter Parking Enforcements . Reducing Parking Minimums- Current parking standards frozen for next 5 years & Reduce parking standards near transit . Providing Proof of Parking – for all new vehicles except 2 Wheelers, core district exempt from proof of Parking- provide shared parking . Shared Parking- Off street parking in proximity shall be shared . Parking permits . Regulating IPTS Parking- free designated parking for IPTS; near transit stations in case parked in other area car parking rates to be applied . Managing Freight Parking – Regulated loading and unloading hours – –External District: 12 am to 7 am – –Buffer District: 12 am to 6 am – –Core District: 1 am to 5 am • No Freight vehicles parking permitted in residential areas . Promoting NMT– Cycle parking near transit areas . Increasing Insurance Premiums- Insurance premiums to be linked Source: Draft Parking Policy, SMC, 2017 Page . 71 to parking Violations Mobility Management- Parking Charges
On Street Parking - All areas Off Street Parking – Premium Areas Modes 0 to 3 hours 3 to 6 hours 6 to 9 hours 9 to 12 hours 12 to 24 Hours Modes 0 to 6 hours 6 to 12 hours 12 to 18 hours 18 to 24 hours 3-wheelers 20 25 35 45 60 3-wheelers 20 30 45 65 Cars 25 30 45 60 80 Cars 25 40 60 90 LCV 35 50 70 90 110 LCV 35 60 80 110 HCV 60 100 150 200 250 HCV 75 110 165 250
On Street Parking – Premium Areas Off street Parking - All areas Modes 0 to 3 hours 3 to 6 hours 6 to 9 hours 9 to 12 hours 12 to 24 Hours Modes 0 to 6 hours 6 to 12 hours 12 to 18 hours 18 to 24 hours 3-wheelers 25 30 45 65 80 3-wheelers 15 25 35 45 Cars 30 40 60 90 110 Cars 20 30 45 60 LCV 40 60 80 110 130 LCV 30 50 70 90 HCV 90 110 165 250 300 HCV 50 100 150 200
On and Off Street Parking - All areas
0 to 3 hours 3 to 6 hours 6 to 9 hours 9 to 12 hours 12 to 24 Hours
2 wheelers 10 15 20 25 40
Page . 72 Mobility Management: Accident Management
Total fatalities Serious Sr.No Junctions Fatalities & Injuries Serious Injuries
1 Udhana Tin Rasta 5 9 14 2 Kamela Darwaja 7 2 9 3 Majura Gate 3 6 9 4 Kapodara Patiya Teen Rasta 0 9 9 5 Dabholi Bridge Junction 4 4 8 6 Y Junction 2 5 7 Total 21 35 56 GRAND TOTAL (City year 291 444 735 2015)
. Total Locations Identified- 38 – Most Severe Locations- 6 – Moderately Severe- 20 – Severe Locations- 12
Page . 73 Mobility Management: Accident Management
Setting up Speed limits for the city Junction Improvement Directional traffic movements Operational signal system Visible lane marking , STOP & Zebra marking Specified auto rickshaw stop (s) No parking in 100 meter radius of junction Hirabaug junction, Surat Design Improvements .Road infrastructure improvements: .Channelize, Raised Intersection at junction, Raised Pedestrian Crossing Accident Management- through Surat Urban Mobility Academy
The researchers at the academy to work with the traffic police department is creating and managing a GIS based accident Page . 74 management System. Mobility Management: Data, Intelligence and Automation Driven Transport System – Surat 2046
Mobility as a Automated Central Service – Control BOTS Uberized replacing human transit interaction at control centre
Autonomous Electric and Electric Personalized Vehicles Transit Systems
Artificial Intelligence based Deviceless Agents for transit Account Linked planning Ticketing
Page . 75 Mobility Management: Data, Intelligence and Automation Driven Transport System – Surat 2046
Automated Road Quality Assessment on Vehicle-to-Vehicle Transit Vehicles or communication Autonomous Electric network to reduce Special Vehicles accidents and traffic management
Vehicle to GPS based Infrastructure Electronic Road Wireless Pricing System – Communication Open tolling based network - City on Onboard GPS of vehicles
In-dash Traffic and Road Information Data Driven Traffic System – No need of and Transit Decision VMS and Other Center infrastructure on road
Page . 76 PART 7: Freight Proposal
Centre of Excellence (CoE) in Urban Transport, CEPT University Freight Demand Pattern Study Area RSI (E-I & I-E)
RSI & Cordon Surveys Locations – 24 hrs. External- External- Internal- Internal- Ankleshwar Ahmedabad Cordon Location Total External Internal External Internal / Bharuch 1. Wada/ Navsari 61 1977 1841 14 3893 2. Palsana 392 2294 2512 341 5539 6. Olpad 5. Pipodara 3. Kadodara 219 4058 3644 4206 12127 4. Delad 38 334 395 10 777 5. Pipodara 14693 4454 3598 452 23197 6. Olpad 55 881 809 9 1754 7. Hazira 18 1424 2226 2792 6460 MP Total 15476 15422 15025 7823 53747 4. Delad % 29% 29% 28% 15% 100%
Total of 29% of E-E movement, of which 7. Hazira 27% is on NH8.
Bardoli Very high E-E on NH8, may not be a concern & MP for current situation, but may create serious Hazira issues in future.
Bardoli , Vyara Proposal for NH (Express way) and 2. Palsana Ring Road would resolve the issue of 1. Navsari Mumbai, Maharastra E-E movement by providing By-Pass.
Page . 78 Centre of Excellence (CoE) in Urban Transport, CEPT University Internal – Internal Goods Veh. Movement Activity Surveys: I-I Goods Movement
Trucks + LCVs • About 3000 properties were surveyed (within SMC) which consist of 102 types of usages.
• Among them, 30 usages identified which generates freight vehicular traffic (mostly LCVs).
KatarGam Varacha
Sahara • Predominantly LCVs used intra-city freight for Saroli lesser quantum and highly decentralized. Udhna As part of Intra city freight movement, Pandesara significant truck and LCVs movement observed. i.e. 8000 Trucks and 2.61 lakhs LCVs.
Total of 24% fatalities caused by HCVs and Sachin Palsana about 8% caused by LCVs though their vehicular composition is very less.
Light Commercial Vehicles: up to 7.5 ton Page . 79 Strategic Proposals
Area requirement for relocation textile activities is approx.12 sqkm DP suggest to shift obnoxious industries from city center.
Develop the “Textile Corridor”
• Proximity to NH, ring road by-pass and DFC container. • Reduces VKT, improves efficiency. • Opportunity to develop the logistic park and consolidation centers. • Reduces fatalities and emissions
Scenario 1: 30% shift of textile activities– 13% of Vehicle Km savings in urban area Scenario 2: 50% shift of textile activities – 31% of Vehicle Km savings in urban area Page . 80 Proposed Policy Interventions
• Time restrictions for freight vehicles (HCVs and MCVs) from 7:00 am to 10:00 pm This will reduce passenger and goods vehicular conflicts, decrease congestion and accidents in the city.
• Planning of logistic park on proposed Textile Corridor - reduce vehicular trips by bringing textile manufacturing stages such as weaving, dying, processing, printing, value addition, packaging and consolidation at one place
• Enforcement of vehicle technology in accordance to Bharat Stage (BS) norms - reduce emission levels. Electric vehicles technology for goods transportation could also be explored.
• ITMS facilities by freight transporters should be initiated for efficient operations and monitoring.
• Regulating on-street parking for goods vehicle and restricting/regulating their parking in residential and commercial areas to minimise conflicts with passenger vehicles and s.
Page . 81 PART 8: Institutional Setup
Centre of Excellence (CoE) in Urban Transport, CEPT University Institutional framework
Multimodal Affordable Transit Authority
Functions: • Strategic Policy making and integration of strategies • Multimodal Integration • Fare policy • State level Urban Transport Fund and its distribution
Surat Metro Bus and BRTS Surat road network and streets
To be managed by a Special Purpose Sitilink Ltd of Surat Municipal Surat Municipal Corporation, Surat Vehicle (SPV) jointly established by the Corporation Urban Development Authority, Ministry of Housing and Urban Affairs Traffic Police and State Government
Page . 83 PART 9: Project Costing
Centre of Excellence (CoE) in Urban Transport, CEPT University Project Costing
Project Cost = Rs 37,875 crore Sources of Revenue Total amount Component Length (km) (Rs in crore) 1. Road Infrastructure 1166 10,061 Value capture a. Existing Road Upgradation 623 3770 b. Proposed New Roads 542 5093 Environment Improvement Tax ( as part of c. Proposed Bridges / RUB/ROB 45 (no) 1198 Property tax) 2. Public Transport Infrastructure 22,165 Road congestion pricing for future year a. Proposed Metro corridor 71 16,740 b. Proposed BRT corridor 94 1880 c. Interchanges 33 (no.) 4060 Parking charges d. Electric transport infrastructure 250 Fare 3. NMT Improvement Cost 434 757
a. Phase 1 -Existing Improvements 207 757 Government grants
b. Phase 2 -Future Improvements (accounted as a part of road network development) 175 - 4. Cost of TOD infrastructure 81 sq km 3995 a. MRT 38 sq km 856 b. BRT 66 sq km 3315 c. MRT and BRT Combined 81 sq km 3995 5. Mobility Management Measures 13,2.35
a. Surat Urban Mobility Management Academy ( corpus) 25 b. Junction improvement 166 (no.) 19.95 c. Signages 37.4 d . Parking 50 Page . 85 Total Project Cost (Rs in Crore) 37,875 What are the priority areas for CMP 2046? High Medium Low Lowest Don’t Highest Priority Priority Priority Priority Priority Know Reduce congestion ☐ ☐ ☐ ☐ ☐ ☐
Reduce travel time ☐ ☐ ☐ ☐ ☐ ☐
Reduce Air Pollution ☐ ☐ ☐ ☐ ☐ ☐
Reduce GHG Emissions ☐ ☐ ☐ ☐ ☐ ☐
Improve transport safety ☐ ☐ ☐ ☐ ☐ ☐
Improve public transport accessibility ☐ ☐ ☐ ☐ ☐ ☐
Improve mobility options for citizens ☐ ☐ ☐ ☐ ☐ ☐
Extend public transport infrastructure ☐ ☐ ☐ ☐ ☐ ☐
Improve public transport Quality ☐ ☐ ☐ ☐ ☐ ☐
Improve walkability ☐ ☐ ☐ ☐ ☐ ☐
Improve cycling infrastructure ☐ ☐ ☐ ☐ ☐ ☐
Manage Parking ☐ ☐ ☐ ☐ ☐ ☐
Manage Freight Vehicles ☐ ☐ ☐ ☐ ☐ ☐
Manage and Improve intermediate Public Transport( Auto Rickshaw) ☐ ☐ ☐ ☐ ☐ ☐
Others Specify ☐ ☐ ☐ ☐ ☐ ☐ Page . 86 Other Specify ☐ ☐ ☐ ☐ ☐ ☐ Should Surat create a Urban Transport Fund for financing transport initiatives Yes No Rate the mechanisms proposed to finance CMP on its relevance Very important Important Less unimporta Don’t important nt Know
Value capture ☐ ☐ ☐ ☐ ☐ Parking Charges ☐ ☐ ☐ ☐ ☐ Environment Improvement Tax ( as part of Property tax) ☐ ☐ ☐ ☐ ☐ Congestion Charging ☐ ☐ ☐ ☐ ☐ Grants from State and Central Government ☐ ☐ ☐ ☐ ☐
Page . 87 Please suggest a Vision Statement for Surat CMP
Surat Trans Vision 2030-The vision is to create a system that minimizes the need for travel, provides choices for modes that are safe, sustainable socially, economically, financially and environmentally, and provide a global image for the city.’ Ahmedabad – ‘Integrate city structure and transport system towards greater accessibility, efficient mobility and lower carbon future London: ‘The Mayor’s vision is to create a future London that is not only home to more people, but is a better place for all of those people to live and work in.’ New York: ‘a safe, sustainable, equitable, and efficient transportation network: by protecting and maintaining our core assets; by improving travel choices for underserved communities and all New Yorkers; and by managing our streets and curb space more effectively with new technologies.’ Singapore- ‘people-centred land transport system’ Vancouver- ‘A city with a smart and efficient transportation system that supports a thriving economy while increasing affordability; healthy citizens who are mobile in a safe, accessible, and vibrant city; and a city that enhances its natural environment to ensure a
healthy future for its citizens and the planet.’ Page . 88 What are your overall expectation from the Comprehensive Mobility Plan for Surat 2046?
Page . 89 Thank You
Centre of Excellence (CoE) in Urban Transport, CEPT University Online Questionnaire- Stakeholder Consultation
Page . 91
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