Comprehensive Mobility Plan for Srinagar

Home , 90 Feet Road, Abdullah Bridge, Badami Bagh, Batamaloo, Bemina, Budgam railway station

GOVERNMENT OF JAMMU & KASHMIR

MASS RAPID TRANSIT CORPORATION, JAMMU AND SRINAGAR

COMPREHENSIVE MOBILITY PLAN FOR SRINAGAR

FINAL REPORT

JANUARY 2020 (A Government of India Enterprise)

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

TABLE OF CONTENTS

EXECUTIVE SUMMARY

1. INTRODUCTION 1.1. SUSTAINABLE MOBILITY PRINCIPLES ...... 1-2 1.2. IMPACT OF REGIONAL/NATIONAL FRAMEWORK ...... 1-3 1.3. NATIONAL URBAN TRANSPORT POLICY...... 1-3 1.4. DELINEATION OF PLANNING AREA (STUDY AREA) ...... 1-5 1.5. VISION AND OBJECTIVES OF MOBILITY PLAN ...... 1-6 1.6. REVIEW OF AVAILABLE RESOURCES ...... 1-7 1.7. APPROACH AND METHODOLOGY ...... 1-13 1.8. COMPOSITION OF REPORT ...... 1-27

2. REVIEW OF CITY PROFILE 2.1. REVIEW OF EXISTING TRANSPORT SYSTEM ...... 2-1 2.2. TRANSPORT DEMAND SURVEYS ...... 2-6 2.3. ANALYSIS OF EXISTING TRAFFIC/TRANSPORT CONDITIONS ...... 2-7 2.4. TRAFFIC VOLUME COUNT ...... 2-9 2.5. ROAD NETWORK INVENTORY ...... 2-10 2.6. MODAL SHARE ...... 2-19 2.7. PARKING SURVEYS ...... 2-23 2.8. NON-MOTORIZED TRANSPORT SURVEYS ...... 2-25 2.9. FUTURE LAND USE DEVELOPMENTS PLAN ...... 2-27 2.10. REVIEW OF ENERGY AND ENVIRONMENT ...... 2-29 2.11. ANALYSIS AND INDICATORS ...... 2-31

3. TRANSPORT DEMAND ASSESSMENT 3.1. DEVELOPMENT OF BUSINESS AS USUAL SCENARIO...... 3-1 3.2. DEVELOPMENT OF SUSTAINABLE URBAN TRANSPORT SCENARIOS ...... 3-31 3.3. CONCLUSIONS ...... 3-44

4. DEVELOPMENT OF COMPREHENSIVE MOBILITY PLAN 4.1. INTEGRATED LAND USE AND URBAN MOBILITY PLAN ...... 4-1 4.2. FORMULATION OF PUBLIC TRANSPORT IMPROVEMENT PLAN...... 4-3 4.3. INLAND WATER TRANSPORT ...... 4-11 4.4. PREPARATION OF ROAD NETWORK DEVELOPMENT PLAN ...... 4-13 4.5. PREPARATION OF NMT FACILITY IMPROVEMENT PLAN ...... 4-15

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4.6. "INTER-MODALITY" - INTEGRATED DEVELOPMENT OF ALL MODES INCLUDING NON- MOTORISED TRANSPORT ...... 4-18 4.7. INLAND MULTIMODAL CONTAINER DEPOT/DRY PORT ...... 4-18 4.8. PLANS FOR INTELLIGENT TRANSPORT SYSTEM...... 4-19 4.9. TRAFFIC MANAGEMENT MEASURES ...... 4-20 4.10. INFORM AND ENGAGE STAKEHOLDERS INCLUDING CITIZENS ...... 4-25 4.11. REGULATORY AND INSTITUTIONAL MEASURES ...... 4-25 4.12. DEVELOPMENT OF FISCAL MEASURES ...... 4-33 4.13. MOBILITY IMPROVEMENT MEASURES PROPOSED IN CMP AND NUTP OBJECTIVES ..... 4-35 4.14. IMPACT OF THE PROPOSED MEASURES ON SERVICE LEVEL BENCHMARK ...... 4-37

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

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LIST OF FIGURES

FIGURE 1.1: REGIONAL TRANSPORT CONNECTIVITY OF SRINAGAR ...... 1-4 FIGURE 1.2: STUDY AREA - SRINAGAR MASTER PLAN AREA, 2035 ...... 1-6 FIGURE 1.3: PROPOSED PUBLIC TRANSPORT INFRASTRCUTURE PROPOSALS ...... 1-9 FIGURE 1.4: METHODOLOGY FLOW CHART FOR CMP ...... 1-15 FIGURE 1.5 FOUR BROAD STRATEGIES AND ACCOMPANYING POLICIES USED FOR SUSTAINABLE SCENARIOS ...... 1-22

FIGURE 2.1: GROWTH TRENDS OF REGISTERED VEHICLES ...... 2-3 FIGURE 2.2: TRENDS OF ROAD ACCIDENT STATISTICS IN SRINAGAR ...... 2-4 FIGURE 2.3: TOURISTS TRENDS IN SRINAGAR ...... 2-5 FIGURE 2.4: TRAFFIC ANALYSIS ZONE (TAZ) SYSTEM FOR SRINAGAR ...... 2-7 FIGURE 2.5: TRAFFIC SITUATION AT IMPORTANT ROADS ...... 2-8 FIGURE 2.6: DISTRIBUTION OF AVERAGE TRIP LENGTH BY MODE ...... 2-21 FIGURE 2.7: PROPOSED LANDUSE DISTRIBUTION IN MASTER PLAN 2035 FOR SRINAGAR...... 2-29 FIGURE 2.8: GRAPH SHOWING FUEL SUPPLIED TO J&K ...... 2-31

FIGURE 3.1 FOUR STAGE TRAVEL DEMAND MODEL ...... 3-3 FIGURE 3.2 FOUR STAGE MODEL STRUCTURE ...... 3-11 FIGURE 3.3 SCATTER PLOT: POPULATION VS TRIP PRODUCTION ...... 3-14 FIGURE 3.4 ATTRACTION MODEL (HBW – LINEAR REGRESSION) ...... 3-15 FIGURE 3.5 GRAVITY MODEL FORMULATION ...... 3-18 FIGURE 3.6 SEQUENCES OF ACTIVITIES FOR CALIBRATING GRAVITY MODEL ...... 3-19 FIGURE 3.7: MULTI-LOGIT FORMULAS (COMBINED SPLIT) ...... 3-20 FIGURE 3.8 LOGIT MODEL SENSITIVITY ...... 3-21 FIGURE 3.9 STUDY AREA SCREEN LINES ...... 3-23 FIGURE 3.10 ASSIGNED PEAK HOUR TRAFFIC VOLUME ON NETWORK IN PCU ...... 3-24 FIGURE 3.11 TRAFFIC ASSIGNMENT FOR PEAK HOUR TRAFFIC (IN PCU’S) ON ROAD NETWORK IN BAU SCENARIO 2044 ...... 3-29 FIGURE 3.12 PEAK HOUR PT ASSIGNMENT IN BAU SCENARIO 2044...... 3-30 FIGURE 3.13 PUBLIC TRANSPORT ROUTES IN URBAN STRUCTURE SCENARIO (YEAR 2044) ..... 3-37 FIGURE 3.14 PEAK HOUR PT ASSIGNMENT IN URBAN STRUCTURE SCENARIO (YEAR 2044) .... 3-38 FIGURE 3.15: ENHANCED PUBLIC TRANSPORT NETWORK IN PUBLIC TRANSPORT SCENARIO (YEAR 2044) ...... 3-40 FIGURE 3.16 PEAK HOUR PT ASSIGNMENT IN PUBLIC TRANSPORT SCENARIO (YEAR 2044) .... 3-41

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

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FIGURE 4.4: CITY BUS ROUTE NETWORK ...... 4-7 FIGURE 4.5: PROPOSED BUS TERMINALS AND DEPOT IN SRINAGAR ...... 4-9 FIGURE 4.6: TYPICAL BUS STOP IMAGE ...... 4-10 FIGURE 4. 7: PROPOSED INLAND WATER TRANSPORT ROUTE ...... 4-12 FIGURE 4.8: PROPOSED ROAD NETWORK IMPROVEMENT /DEVELOPMENT PLAN WITH NMT 4-16 FIGURE 4.9: PROPOSED ROW CROSS-SECTIONS...... 4-17 FIGURE 4.10: INFORMATION SYSTEM ...... 4-19 FIGURE 4.11: PROPOSED PARKING LOCATIONS ...... 4-21 FIGURE 4.12: PROPOSED JUNCTIONS FOR IMPROVEMENT ...... 4-24 FIGURE 4.13 UMTA'S FUNCTIONS...... 4-30 FIGURE 4.14 ORGANISATION STRUCTURE FOR UMTA ...... 4-32

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LIST OF TABLES

TABLE 1.1: PROPOSED MRTS CORRIDORS ...... 1-9

TABLE 2.1: REGISTERED VEHICLES IN SRINAGAR ...... 2-2 TABLE 2.2: ROAD ACCIDENT STATISTICS IN SRINAGAR ...... 2-4 TABLE 2.3: TOURIST ARRIVALS IN VALLEY INCLUDING SRINAGAR (DOMESTIC/FOREIGN)...... 2-5 TABLE 2.4: PRIMARY TRAFFIC SURVEYS ...... 2-6 TABLE 2.5: INTENSITY AND DIRECTIONAL DISTRIBUTION OF TRAFFIC AT MID-BLOCK LOCATIONS ...... 2-11 TABLE 2.6: INTENSITY AND PEAK HOUR TRAFFIC AT INTERSECTIONS ...... 2-13 TABLE 2.7: INTENSITY AND DIRECTIONAL DISTRIBUTION OF TRAFFIC AT OUTER CORDON LOCATIONS ...... 2-14 TABLE 2.8: DISTRIBUTION OF ROAD NETWORK AS PER RIGHT OF WAY ...... 2-15 TABLE 2.9: DISTRIBUTION OF ROAD NETWORK AS PER CARRIAGE WAY WIDTH ...... 2-15 TABLE 2.10: AVAILABILITY OF SERVICE ROAD ...... 2-16 TABLE 2.11: AVAILABILITY OF FOOTPATH ...... 2-16 TABLE 2.12: DISTRIBUTION OF ROAD NETWORK AS PER ABUTTING LANDUSE ...... 2-16 TABLE 2.13: DISTRIBUTION OF ROAD LENGTH BY PEAK HOUR JOURNEY SPEED ...... 2-17 TABLE 2.14: DISTRIBUTION OF ROAD LENGTH BY PEAK HOUR RUNNING SPEED ...... 2-18 TABLE 2.15: DISTRIBUTION OF CAUSES AND DELAYS IN PEAK & OFF PEAK HOURS ...... 2-18 TABLE 2.16: DISTRIBUTION OF PASSENGERS AT BUS TERMINALS ...... 2-18 TABLE 2.17: DISTRIBUTION OF PASSENGERS AT RAIL TERMINALS ...... 2-19 TABLE 2.18: DISTRIBUTION OF DAILY PASSENGER TRIPS BY MODE ...... 2-20 TABLE 2.19: DISTRIBUTION OF VEHICULAR & WALK TRIPS BY PURPOSE ...... 2-20 TABLE 2.20: DISTRIBUTION OF PASSENGER TRIPS BY TRAVEL TIME ...... 2-21 TABLE 2.21: DISTRIBUTION OF PASSENGER TRIPS BY TRAVEL TIME & MODE ...... 2-22 TABLE 2.22: DISTRIBUTION OF PASSENGER TRIPS BY TRAVEL COST (EXCLUDING WALK AND CYCLE) ...... 2-22 TABLE 2.23: DISTRIBUTION OF PASSENGER TRIPS BY MODE AND COST (EXCLUDING WALK AND CYCLE) ...... 2-23 TABLE 2.24: PARKING DEMAND...... 2-24 TABLE 2.25: PEAK HOUR PARKING ACCUMULATION ...... 2-24 TABLE 2.26: DAILY & PEAK HOUR TRAFFIC AT PEDESTRIAN SURVEY LOCATIONS ...... 2-25 TABLE 2.27: PROPOSED LANDUSE BREAKUP – SRINAGAR 2021 ...... 2-27 TABLE 2.28: PROPOSED LANDUSE BREAKUP – SRINAGAR 2035 ...... 2-28 TABLE 2.29: ENERGY DEMAND IN ALL SECTORS IN INDIA FOR NEW POLICIES SCENARIO ...... 2-29 TABLE 2.30: AMBIENT AIR QUALITY DATA ...... 2-30 TABLE 2.31: AMBIENT AIR QUALITY DATA ...... 2-30 TABLE 2.32: FUEL SUPPLIED TO J&K...... 2-31

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TABLE 2.33: TABLE ANALYSIS OF PUBLIC TRANSPORT FACILITIES IN SRINAGAR ...... 2-33 TABLE 2.34: ANALYSIS OF PEDESTRIAN INFRASTRUCTURE FACILITIES IN SRINAGAR ...... 2-34 TABLE 2.35: ANALYSIS OF NON MOTORIZED TRANSPORT FACILITIES IN SRINAGAR ...... 2-35 TABLE 2.36: ANALYSIS OF LEVEL OF USAGE OF INTELLIGENT TRANSPORT SYSTEM (ITS) FACILITIES IN SRINAGAR ...... 2-36 TABLE 2.37: ANALYSIS OF TRAVEL SPEED (MOTORIZED AND MASS TRANSIT) ALONG MAJOR CORRIDORS IN SRINAGAR ...... 2-37 TABLE 2.38: ANALYSIS OF AVAILABILITY OF PARKING SPACES IN SRINAGAR ...... 2-38 TABLE 2.39: ANALYSIS OF ROAD SAFETY IN SRINAGAR ...... 2-38 TABLE 2.40: ANALYSIS OF POLLUTION LEVELS IN SRINAGAR ...... 2-39 TABLE 2.41: ANALYSIS OF INTEGRATED LAND USE TRANSPORT SYSTEM IN SRINAGAR ...... 2-40 TABLE 2.42: ANALYSIS OF FINANCIAL SUSTAINABILITY OF PUBLIC TRANSPORT BY BUS IN SRINAGAR ...... 2-41

TABLE 3.1 FORECASTED POPULATION OF STUDY AREA FOR BASE AND HORIZON YEARS ...... 3-4 TABLE 3.2 EXISTING & HORIZON YEARS POPULATION BY TRAFFIC ZONES...... 3-4 TABLE 3.3 WORK FORCE PARTICIPATION IN STUDY AREA FOR BASE AND HORIZON YEARS...... 3-7 TABLE 3.4 EXISTING & HORIZON YEARS EMPLOYMENT BY TRAFFIC ZONES...... 3-8 TABLE 3.5 TRIP GENERATION SUBMODELS ...... 3-13 TABLE 3.6 SUMMARY OF OUTPUT OF TRIP PRODUCTION MODEL ...... 3-14 TABLE 3.7 SUMMARY OF OUTPUT OF TRIP ATTRACTION FOR HBW TRIPS ...... 3-15 TABLE 3.8 ATTRACTION MODEL CALIBRATION RESULTS ...... 3-15 TABLE 3.9: DISTRIBUTION MODELS CALIBRATION RESULTS ...... 3-19 TABLE 3.10 MODAL SPLIT MODEL CALIBRATION RESULTS ...... 3-22 TABLE 3.11 COMPARISON OF OBSERVED AND MODELED FLOWS AT SCREENLINE LOCATIONS3-26 TABLE 3.12 DAILY MOTORISED TRIPS BY IN BASE AND BAU (2044) SCENARIO ...... 3-28 TABLE 3.13 DISTRIBUTION OF PROJECTED POPULATION UNDER URBAN STRUCTURE SCENARIO ...... 3-33 TABLE 3.14 DISTRIBUTION OF PROJECTED EMPLOYMENT UNDER URBAN STRUCTURE SCENARIO ...... 3-35 TABLE 3.15 MODAL SHARE IN URBAN STRUCTURE SCENARIO - 2044 ...... 3-37 TABLE 3.16 MODAL SHARE IN PUBLIC TRANSPORT SCENARIO - 2044 ...... 3-39 TABLE 3.17 MODAL SHARE IN NMT SCENARIO-2044 ...... 3-42 TABLE 3.18 COMPARATIVE ANALYSIS BETWEEN DIFFERENT SCENARIOS (2044) ...... 3-43

TABLE 4.1: PROPOSED MRT CORRIDORS ...... 4-5 TABLE 4.2 MAJOR ROUTES FOR CITY BUS PLANNING ...... 4-6 TABLE 4.3 PROPOSED NEW BUS TERMINALS AND PHASING ...... 4-10 TABLE 4.4 PROPOSED INLAND WATER TRANSPORT ROUTES AND PHASING ...... 4-11 TABLE 4.5: COMMUTER RAIL CORRIDORS AND PHASING PLAN ...... 4-13 TABLE 4.6: PROPOSED PARKING AND PHASING ...... 4-20

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TABLE 4.7 JUNCTIONS IMPROVEMENT PROPOSALS AND PHASING ...... 4-22 TABLE 4.8 TRANSPORT DEMAND MANAGEMENT MEASURES ...... 4-26 TABLE 4.9 SUMMARY OF MOBILITY IMPROVEMENT MEASURES PROPOSED IN CMP IN RELATION TO NUTP ...... 4-36

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

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EXECUTIVE SUMMARY Comprehensive Mobility Plan for Srinagar Final CMP Executive Summary

Executive Summary

0.1. INTRODUCTION

Srinagar, the summer capital and the largest city of the Union Territory of Jammu & Kashmir (J&K), is a symbol of ancient values and present aspirations. It lies at an average elevation of about 1586 m above M.S.L. on the banks of the Jhelum River, a tributary of the Indus, Dal and Anchar lakes. The city is famous for its gardens, waterfronts & houseboats and receives a large number of domestic and foreign tourists throughout the year. Geographically, Srinagar is located on National Highway- 44 (old NH-1A) about 290 km to the north of Jammu, the winter capital of Jammu & Kashmir.

The population grew from 3.18 lakh in 1961 to 17.8 lakh in 2011 (as per Census of India 2011 and Revised Srinagar Master Plan 2035) excluding the overhead population of around 3.0 lakh which includes the Defense forces, Service and Darbar Move population. The Study area population in 2019 is estimated as 22.9 Lakh.

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

0.1.1. Study Area and Objectives

The Srinagar Planning Area as per Srinagar Revised Master Plan – 2035 area of about 758 Sq.km is taken as the Study area (Figure 0.1) which includes the Srinagar Municipal Corporation (SMC) area of about 177 Sq.km. The Study area also includes Budgam, Ganderbal, Pampore, Khrew Urban Local Bodies (ULBs) and additional 160 villages as outgrowths in twelve tehsils of six districts. The majority of population of the Study area resides in the SMC area.

The vision of the CMP is to achieve safe, efficient, reliable and seamless mobility of people and goods in Srinagar city to make it a model city. The objectives of CMP are: To optimize the “mobility pattern of people and goods” rather than of vehicles To focus on the improvement and promotion of public transport, NMVs and pedestrians, as important transport modes in Indian cities To provide a recognized and effective platform for integrating land use and transport planning To focus on the optimization of goods movement A low-carbon mobility growth scenario for the city

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Equity to all sections of the society including urban poor and differently-abled Service level benchmarks incorporation

FIGURE 0.1: STUDY AREA- SRINAGAR MASTER PLAN AREA, 2035

0.2. REVIEW OF CITY PROFILE

0.2.1. Existing Transport System

Srinagar is connected by NH-44 (old NH-1A) with other parts of the country by road network from Jammu which further moves to Leh while passing through the densely populated areas. Srinagar is connected to districts like Anantnag, Baramulla, Badgam, Pulwama through major district roads. The city is also linked to urban areas like Chadoora and Ganderbal through road system which also passes through congested parts of Srinagar. The existing road network of Srinagar is basically of

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radial pattern. Four roads namely Srinagar- Leh Highway, M.A Road, Qamarwari – Batamalo Road and Dr. Ali Jan Road are converging in to the city from different directions.

Srinagar railway station or Nowgam railway station currently helps in commuting to Baramulla and Banihal. Srinagar Airport is situated in the outskirts of the city at Humhama and is popularly known as Sheikh-Ul-Alam International Airport. The airport is about 14 km away from the city of Srinagar. The public and private airlines operating from Srinagar include Spice Jet, Go Air, Vistara, Air Asia, Air India, and Indigo. Srinagar’s airport is well-linked to the other airports of key cities like Mumbai, Delhi, Chandigarh, Leh etc.

0.2.2. Registered Motor Vehicles

The registered vehicles in Srinagar have increased significantly over the years. The numbers of vehicle registration per year have considerably risen from 0.17 Lakh in 2011 to 0.24 Lakh in 2018. This high density and rapid growth of vehicles have worsened the transport situation to a significant extent. The share of two wheelers is highest at about 52% followed by 40% share of cars & jeeps. This high density and rapid growth of vehicles have worsened the transport situation to a significant extent. The increase of private modes demands more road space and has resulted in dense concentration of traffic on roads. The growth of registered vehicles from year 2011-2018 is presented in Figure 0.2.

FIGURE 0.2: GROWTH TREND OF REGISTERED MOTOR VEHICLES IN SRINAGAR

Source: Regional Transport Office, Srinagar

RITES Ltd. Page 3 Comprehensive Mobility Plan for Srinagar Final CMP Executive Summary 0.2.3. Tourist Traffic

Tourism has played a pivotal role in the development of the state economy. Srinagar is the major centre of attraction for Indian as well as International tourists and is called the "Venice of the East". The prominent locations which attract these tourists are the various lakes around the city including Dal Lake – noted for its houseboats, Nigeen Lake, Wular Lake and Manasbal Lake; Mughal Gardens, Chashma Shahi (the royal fountains), Pari Mahal (the palace of the fairies), Nishat Bagh (the garden of spring), Shalimar Bagh, Naseem Bagh, Jawaharlal Nehru Memorial Botanical Garden and the Shankaracharya Temple. The nearby cities like Gulmarg, Pahalgam, Anantnag and Sonamarg also attract large number of tourists, which have the roots laid in Srinagar. However, during last 15 years of disturbance, tourism is the most affected industry in the Kashmir which affects the economy of the valley. Figure 0.3 shows number of tourists Srinagar & Kashmir valley in the years 2011 - 2016.

FIGURE 0.3: TOURISTS TRENDS IN SRINAGAR

Source: Department of Tourism, J&K

0.2.4. Landuse Characteristics - Master Plan 2035

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The proposed land use distribution clearly suggests thrust on the development of residential areas and a continued thrust on commercial development to boost the local economy. Transport continues to occupy a significant share of the land in the city. The land-use plan as per Master Plan 2035 is shown in Figure 0.4.

With regards to the land use of developed area and 2035, about 53.3% of area is categorized as residential in 2021 and about 64.88 in 2035. The proportion of commercial and industrial land use constitutes 2.1% and 3.4 % respectively in 2021. For traffic and transportation in 2021 is about 6.2 % and in 2035 increased to 15.63. A proposed landuse break up of Srinagar Master Plan 2021 & 2035 are given in Table 0.1 & Table 0.2. TABLE 0.1: PROPOSED LANDUSE BREAKUP – SRINAGAR 2021

S.No. LANDUSE AREA (Ha) PERCENTAGE (%) 1 Residential 15112.3 53.3 2 Commercial 601.3 2.1 3 Industrial/ Manufacturing 959.8 3.4 4 Public and Semi Public 2158.4 7.6 5 Public and Semi Public 1601.9 5.6 6 Administrative 556.5 2.0 7 Tourism 405.6 1.4 8 Traffic & Transportation 1753.5 6.2 9 Parks/ Playground/ Open Space 2853 10.1 10 Defence 2355 8.3 Total Developed (A) 28357.3 100 11 Agriculture & Allied 9687.5 62.8 Forest, Wildlife, Water bodies & 12 Wetlands 5657.1 36.7 13 Floating Gardens 71 0.5 Total Undeveloped (B) 15415.6 100 Grand Total (A+B) 43772.9 Source: Master Plan Srinagar 2035

TABLE 0.2: PROPOSED LANDUSE BREAKUP – SRINAGAR 2035 S.No. LANDUSE AREA (Ha) PERCENTAGE (%) 1 Residential 20225 64.88 2 Commercial 450 1.44 3 Industrial & Manufacturing 596 1.91 4 Public and Semi Public 2475 7.94 5 Traffic & Transportation 4873 15.63 6 Tourism 260 0.83 7 Leisure & Sports 1820 5.84

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S.No. LANDUSE AREA (Ha) PERCENTAGE (%) 8 Defence 472 1.51 Total Developed (A) 31171 100

9 Ecology & Environment 12617 27.74 10 Ecological Reserve 7841 17.24 11 Agriculture & Allied 21015 46.21 12 Special Areas 4004 8.80 Total Undeveloped (B) 45477 100 Grand Total (A+B) 76648 Source: Master Plan Srinagar 2035

FIGURE 0.4: PROPOSED LANDUSE DISTRIBUTION IN MASTER PLAN 2035 FOR SRINAGAR

Source: Srinagar Master Plan 2035

RITES Ltd. Page 6 Comprehensive Mobility Plan for Srinagar Final CMP Executive Summary 0.2.5. Traffic and Travel Surveys

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

The city roads lack of footpaths. Only 15% of the surveyed road network has footpath available reflecting the poor pedestrian infrastructure in the city.

About 91% of the total road network has journey speeds upto 20 kmph during peak hours. This indicates congestion on roads which is mainly inside the core city. Only about 6% of roads were found to have speed more than 30 Kmph during peak hours. Average running speed for peak and off-peak period for city as a whole is found as 14.1 Kmph and 19.1 Kmph respectively.

i. Terminal Characteristics

General Bus Stand Batmaloo Bus Terminal (now shifted to Parimpora) caters to the maximum number of passengers with 17,276 Boarding & 17,912 Alighting.

Nowgam Railway station caters to the maximum number of passengers with 10,015 boarding & 12,491 alighting.

ii. Parking Characteristics

Peak Parking Accumulation is observed to be the highest at SBI Bank to Lal Chowk (105 E.C.S.) followed by 79 E.C.S.at SBI Bank To Zero Taxi Stand.

Parking Demand is observed to be the highest at SBI Bank to Zero Taxi Stand (1043E.C.S) followed by 1010 E.C.S. at SBI Bank to Lal Chowk.

All the locations have distinct short term parking with negligible share of long term parking. About 97% of cars are parked for short-term, 2.2% for medium-term and only 0.2% for long-term. 2-wheeler parking of about 95.7%, 3.9% and 0.4% for short- term, medium-term and long-term duration respectively.

iii. Travel Characteristics

The total daily trips in the study area are about 40.56 lakh. About 79% of trips are vehicular trips while 21% are walk trips.

Average trip length of 5.5 km (including walk) and 6.51 km (excluding walk) is observed in the Study area.

RITES Ltd. Page 7 Comprehensive Mobility Plan for Srinagar Final CMP Executive Summary 0.2.6. Service Level Benchmarking

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

Public transport facilities: Level of Service (LOS) of 14 suggesting that the City has un-organized public transport system and it needs to be city wide planned in an organized manner. Pedestrian infrastructure facilities: Level of Service (LOS) in the range between 11 and 12 indicating that the city lacks adequate pedestrian facilities. Non-Motorized Transport (NMT) facilities: Level of Service (LOS) 12 indicating that the City lacks adequate NMT facilities. Level of usage of Intelligent Transport System (ITS) facilities: 20 LOS indicating that the city lacks basic infrastructure traffic management controls, most of the intersections are unsignalised and some of intersections have traffic signals installed but most of the time are not in working condition. Travel speed (Motorized and Mass Transit) along major corridors: The overall LOS of travel speed obtained is 7. From the overall LOS it can be concluded that significant delays are experienced due to high number of uncontrolled junctions in the city. Key corridors run at low speeds due to traffic congestion, high level of encroachments and haphazard on street parking. Availability of parking spaces: The level of Service (LOS) of Availability of Parking Spaces is 5. From the overall LOS it can be concluded that the city lacks parking. Road safety: The level of Service of Road Safety is 6. From the overall LOS it can be concluded that Level of Fatality rate in a city is very high. High rate of fatality can be contributed to lack of traffic management, especially at intersections, lack of organized public transport system and lack of enforcement. Pollution levels: The level of Service of Pollution Levels is 5. From the overall LOS it can be concluded that as vehicle population is low in the city, SO2 and NOX are observed to be within the permissible limits. However, RSPM levels are found to be severe. Integrated land use transport system: The level of Service of integrated land use transport system is 19 suggesting that there is a faint coherence between city structure and public transport system.

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Financial sustainability of public transport: The level of Service of financial sustainability of public transport by bus is 12 suggesting that the public transport of the city is not financially sustainable.

0.3. DEVELOPMENT OF BUSINESS AS USUAL SCENARIO

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

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

i. Landuse Transitions

Estimation of planning parameters is one of the important aspects of traffic demand modelling exercise. Planning parameters include population and employment of the study area. The Landuse transitions have been taken into account while projecting the future years' population and employment. The Srinagar Master Plan 2035 has been taken as base for this exercise. The estimation is done for both base year and horizon years 2024, 2034 and 2044. Base year parameters have been derived based on Census 2011, Master Plan 2035 and secondary data collected from Srinagar Municipal Corporation.

ii. Demographic Projection

Population Forecast based on the growth trends taken separately for Core, Middle, Outer and special areas collectively forming the study area in addition to existing growth pattern from Census Data. The estimated population in the Study area for the horizon years is presented in Table 0.3.

TABLE 0.3: POPULATION OF STUDY AREA Year Population (lakh) 2017* 21.9 2019* 22.9 2024* 25.4 2034# 31.8 2044# 37.7 Source: *Estimation based on Census, 2011 & Srinagar Master Plan, 2035 #RITES estimates

RITES Ltd. Page 9 Comprehensive Mobility Plan for Srinagar Final CMP Executive Summary iii. Employment Projection WFPR as observed in the base year 2019 is 33%. The employment for year 2011 has been worked out from the census data figures and has been extrapolated to obtain employment figures of year 2019. It has been estimated that 14.4 lakh workers would comprise the workforce in the Study area by 2044. Table 0.4 shows the growth trend in employment in the Study area.

TABLE 0.4: WORK FORCE PARTICIPATION IN STUDY AREA FOR BASE AND HORIZON YEARS Year Employment ( Lakh) WFPR (%) 2017 7.5 33 2019 7.7 33 2024 8.4 33 2034 10.8 34 2044 14.4 38 Source: Estimation based on Census, 2011 & Srinagar Master Plan, 2035

0.3.1. Development of Base Year Travel Demand Model a. Model Structure

The model is mainly based on motorised trip productions / attractions and internal trips of study area residents. These modes of travel (i.e. car, two wheeler, private auto-rickshaw & public transport including bus, mini bus and shared auto) comprise about 29.94 Lakh daily trips. The remaining trips reported in household interview survey (HIS) are those relating to non-mechanised trips (walk, cycle and cycle rickshaw). Four sub models are developed viz. Generation, Attraction, Distribution, Modal choice and Assignment models as illustrated in Figure 0.5. Generation and Attraction models calculate trips generated and attracted by each zone.

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

RITES Ltd. Page 10 Comprehensive Mobility Plan for Srinagar Final CMP Executive Summary FIGURE 0.5: FOUR STAGE MODEL STRUCTURE

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

The intra city motorized trips modal split (% of trips by public transport to total motorized trips) in favor of public transport in 2044 is expected to be about 56.1% which is even lower than the existing modal share. The total no. of PT trips will increase from 26.2 Lakh to about 28.0 Lakh indicating a high capacity mass transport network will be needed to address the travel demand requirements in the Study area.

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

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

Changes in urban structure Enhanced use of non-motorized and public transport infrastructures Deep emission cuts using low carbon energy sources

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Use of highly efficient technologies in vehicles

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

Modal Share: Change in share of various modes, with increase in share of Public Transport and NMT modes and decrease in modal share of private modes indicates a sustainable future. Trip Length: Shorter trip lengths indicate shorter time spent in commuting between two places whereas increase in trip length of a particular mode indicates preference to that particular mode due to availability of allied infrastructure. Veh-km: Vehicle km travelled by each mode is the most tangible indicator for comparing scenarios. For example, a scenario with highest vehicle km travelled by car/2 wheelers in comparison to other scenarios indicates an unsustainable future. Environment impacts will be positive for the city wide due to technology transition in favour of electric vehicle.

The Table 0.5 presents the comparative picture for various scenarios.

TABLE 0.5 COMPARATIVE ANALYSIS BETWEEN DIFFERENT SCENARIOS (2044) Land Use Public Transport NMT Technology Scenario Base Year BAU Scenario Scenario Scenario Scenario Horizon Year 2017 2044 2044 2044 2044 2044 Population in Lakh 1423587 2676622 2730190 2730190 2730190 2730190 Total Trips in Lakh 2163974 4079197 4174021 4174021 4174021 4174021 PCTR (incl. Walk) 1.52 1.52 1.53 1.53 1.53 1.53 PCTR (excl. Walk) 1.02 1.10 1.11 1.11 1.11 1.11 Car 6.6% 8.5% 7.9% 7.4% 7.2% 7.2% Two Wheeler 4.1% 9.2% 8.4% 8.1% 8.1% 8.1% Auto 1.7% 4.0% 3.9% 3.6% 3.6% 3.6% NMT 0.5% 1.1% 1.1% 1.1% 1.4% 1.4%

Modal Share Modal Public Transport 65.6% 56.1% 56.8% 57.9% 57.3% 57.3% Walk 21.5% 21.1% 21.9% 21.9% 22.5% 22.5%

Car 7.3 7.6 7.4 7.5 7.5 7.5 2W 7.1 7.9 7.4 7.6 7.6 7.6 Auto 6.8 7.5 7.0 7.2 7.2 7.2

Trip Length Trip Cycle 2.1 2.2 2.2 2.2 2.2 2.2

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Land Use Public Transport NMT Technology Scenario Base Year BAU Scenario Scenario Scenario Scenario Horizon Year 2017 2044 2044 2044 2044 2044 PT 7.3 9.7 9.2 8.8 8.9 8.9

Car 755716 1202615 1086050 1024391 998029 998029 2W 776083 2406320 2082761 2068658 2051333 2051333 Auto 179292 579023 522970 508433 504752 504752 km Travelled km

- PT (Pax-Km) 19196332 27281094 26301800 25516514 25516514 25516514 Cycle 35400 103883 110852 103883 133903 133903 Veh

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

Modal Share: The cumulative modal share of car and 2 wheelers is increasing from 10.7% under base year to 17.7% under the BAU scenario. However, scenarios formulated under the Sustainable Urban Transport indicate decreasing mode share of car and 2 wheelers with 16.3% share under Urban Structure scenario, 15.5% share under the Public Transport scenario and 15.2% share under the NMT scenario. The share of public transport increases from 56.1% under BAU to 58.0% under Public transport scenario. Trip Length: The trip length of NMT remains constant (2.2 km) under Base Year and NMT scenario. This is resultant of good NMT infrastructure in place and positively affects the veh-km travelled by each mode as given under. The trip length of PT increases from 7.3 km under Base Year to 8.8 km under PT scenario. Veh-km: The veh-km by Car, 2 Wheelers and Private Auto is lower by approx 6.3 Lakh under the NMT scenario as compared to BAU scenario. 0.3.4. CONCULSION As evident from above analysis, the city is benefitted from NMT Scenario in terms of increase in Modal Share, Trip Length and veh-km for NMT modes. However, considering improvement in environment, the Technology Scenario is the most suited scenario for the City as it includes the following benefits:

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

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

RITES Ltd. Page 13 Comprehensive Mobility Plan for Srinagar Final CMP Executive Summary 0.4. DEVELOPMENT OF COMPREHENSIVE MOBILITY PLAN

0.4.1. Integrated Land Use and Urban Mobility Plan

The Srinagar Master Plan - 2035 recommends maximum FAR of 3.0 for commercial areas. To ensure intensive development along major mobility corridors envisaged under the present Study, it is proposed that the FAR may be increased on the line of Master Plan 2035 and /or as per the TOD guidelines that shall be finalized for the state of J&K.

0.4.2. Formulation of Public Transport Improvement Plan

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

i. Proposed Integrated Transport System:

The concept of multi-modal integration with the modes is to provide last mile connectivity to the commuters. The integrated public transport network for Srinagar 2044 is comprises of MRTS, City bus service, IWT, Commuter Rail, Bus Terminals with integrated ticketing system and IPT System to meet the existing and future travel demand (Figure 0.6).

ii. Proposed Mass Rapid Transit System (MRTS) Corridors

MRTS high capacity travel demand corridors have been identified on the basis of travel demand for public transport scenario in Srinagar as shown in Figure 0.7 & Table 0.6. The Total length of proposed MRTS network (Phase I & Phase II) in Srinagar is 42.5 km. Two corridors are proposed in Phase-I having a total length of 25 km, Indra Nagar to HMT Junction (12.5 km) and Hazuri Bagh to Osmanabad (12.5 km). Phase-II consists of two corridors with a total length of 17.5 km, Indra Nagar to Pampore Bus Stand (8.5 km) and Hazuri Bagh to Airport (9 km).

RITES Ltd. Page 14 Comprehensive Mobility Plan for Srinagar Final CMP Executive Summary FIGURE 0.6: INTEGRATED PUBLIC TRANSPORT NETWORK

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FIGURE 0.7: PROPOSED MRTS CORRIDORS IN SRINAGAR

TABLE 0.6: PROPOSED MRT CORRIDORS Corridor Implementati Corridor details Approx. No. on Phase Length (Km) 1 Phase I Indra Nagar to HMT Junction (via Sonwar, 12.5 Munshi Bagh, Lal Chowk, Secretariat, Batamaloo, Rathpora, Gagrzoo, Qamarwari, Bus Stand and Parimpora) 2 Hazuri Bagh to Osmanabad (via Munshi Bagh, 12.5 Nowpora, khaniyar, Jama Masjid, Hawal Chowk, Mill Stop, Nalbal Bridge, SKIMS, Saura and Hazratbal Crossing) Total Length of Phase I 25.0 3 Phase II Indra Nagar to Pampore Bus Stand (via Frestabal, Sempora, Pantha Chowk, 8.5 Panthrathen and Badami Bagh Cantt.)

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Corridor Implementati Corridor details Approx. No. on Phase Length (Km) 4 Hazuri Bagh to Airport (via Tilsi Bagh, Barzulla, Baghat, Hyderpora, Rehmatabad, Peerbagh 9.0 and Humhuma Chowk) Total Length of Phase II 17.5 Total Length of Phase I + II 42.5

iii. Proposed City Bus System Plan

Under the public transport scenario, the existing public transport system is proposed to be upgraded by introduction of reliable bus service with AC buses along all major roads, providing more comfort and safety as compared to existing bus system. A total of 10 bus routes have been identified across Study Area on which bus based PT system is proposed to be operated. The total length of proposed bus system network is about 240 km. The details of proposed bus corridors are presented in Figure 0.8.

iv. Bus Infrastructure Proposals

Presently, there are five main bus terminals in Srinagar, Pantha Chowk, Parimpora, Pampore, Soura and Hazratbal terminals. All the bus/mini-bus operations whether intra-city, inter-city or inter-state originates and terminates at these terminals. Terminal area is insufficient to cater to existing operations. As a result, there is spill over of terminal activities on adjoining roads resulting in congestion and chaos in the area.

To meet the future travel demand of the Study area four intercity bus terminals along with depot (maintenance) facility are proposed along with improvement in the existing bus terminals for inter city & intra-city bus operations in two phases. Phase-I consists of improvement in 3 bus terminals - Parimpora, Soura and Pantha Chowk and also proposal for three new bus terminal/ depot at Ganderbal, Narbal and Budgam. Phase-II consists of improvement in 2 bus terminals – Hazratbal & Pampore and also proposal for two new bus terminal/ depot at Nowgam & Galandhar. The details of these proposed terminals/depots are presented in Figure 0.9.

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FIGURE 0.8: PROPOSED CITY BUS ROUTE

FIGURE 0.9: PROPOSED BUS TERMINALS/DEPOT IN SRINAGAR

RITES Ltd. Page 18 Comprehensive Mobility Plan for Srinagar Final CMP Executive Summary v. Inland Water Transport

The River Jhelum has been the historical spine of the city and its banks can be used to have an inland water transport system. The famous Mughal Gardens, Dal Lake, Hazratbal, NIT, Soura, Chhatabal, etc. can be made accessible by IWT. IWT system for a total length of 60 km with 5 routes has been proposed for Srinagar city in three phases. Two routes - Dalgate to Hazratbal /NIT (10 km) and Dalgate to Hazratbal via Nishat, Shalimar (13 km) are proposed in Phase-I, two routes - Raj Bagh to Chhatabal Weir (along Jhelum River) (7 km), Rajghat to Soura via Nallah Amir Khan and Khushalsar (10 km) are proposed in Phase-II and one route - Raj Bagh to Pampore (20 km) is proposed in Phase-III. The Figure 0.10 shows the proposed Inland Water Transport route.

FIGURE 0.10: PROPOSED INLAND WATER TRANSPORT ROUTE

RITES Ltd. Page 19 Comprehensive Mobility Plan for Srinagar Final CMP Executive Summary vi. Commuter and Goods Rail System (CGRS)

Large number of commuters shuttle between Srinagar City and nearby towns viz; Anantnag, Pulwama, Budgam, Baramulla, Ganderbal etc. Most of these commuters travel by buses, para-transit modes, personal vehicles as well as by trains. Since road based transport is time consuming, expensive and uncomfortable, the general preference is to use the rail system which is faster, comfortable and economical. Phasing for improvement of commuter rail routes are proposed in three phases. Phase-I proposes laying of additional tracks on two routes, Srinagar – Qazigund and Srinagar – Baramulla –Uri. Phase-II proposes laying of new track on the route Srinagar – Pulwama – Shopian – Kulgam and Phase-III proposes laying of new track from Sopore to Kupwara on the route Srinagar – Sopore – Handwara – Kupwara.

0.4.3. Road Network Development Plan

As part of transport strategy three ring roads have been proposed to serve to through traffic to core area, developed area and city periphery namely Core Ring Road, Intermediate Ring Road and Outer Ring Road. The traffic not destined to core area of the city can use core ring road and need not pass through the core areas. A total of about 20 km of Inner Ring Road (Core Ring Road) will be upgraded in phase-I, 65km of Intermediate Ring Road will be upgraded in phase-I and 105km of Outer Ring Road will be proposed in Phase I & II.

0.4.4. Out of the proposed 105 km of Outer Ring Road, 61 km of the proposed road from Galandhar to Ganderbal is already approved by the GoI for a 60 metre RoW and design speed of 100 Km/hr and comes under Phase I, the remaining 44 km of ring road comes under Phase II. The outer bypass from Galandhar to Rebtar near Sumbal will form part of the proposed Outer Ring Road. The Galandhar-Ganderbal ring Road is proposed to be a fully access-controlled high speed corridor with segregated Service Roads on both sides. The road has to be developed as an expressway for regional traffic and shall be designated as a new bye-pass to Srinagar city. The section of the road traversing through flood plains shall be constructed on piers so that the natural flood basin is not affected.

0.4.5. About 120 km of road network has been identified for widening /development across the city along with NMT facilities. The important radials roads connecting to the all three type of ring roads are proposed to be widened /developed with NMT to improve the overall efficiency of transport network. The proposed road network is presented in Figure 0.11.

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FIGURE 0.11: PROPOSED ROAD NETWORK IMPROVEMENT ALONG WITH NMT

i. Proposed Cross Sections

Four typical cross-sections have been proposed for corridors of hierarchy of 60 m, 30 m, 20 m, 10 m wide ROW. The details of the cross sections are presented in Figure 0.12.

0.4.6. NMT Facility Improvement Plan

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

RITES Ltd. Page 21 Comprehensive Mobility Plan for Srinagar Final CMP Executive Summary FIGURE 0.12 CROSS-SECTIONS FOR PROPOSED ROW

RITES Ltd. Page 22 Comprehensive Mobility Plan for Srinagar Final CMP Executive Summary 0.4.7. MOBILITY MANAGEMENT MEASURES

i. Traffic Control Measures

Some major junctions which cater heavy traffic and face congestion due to faulty geometry and absence of traffic control measures have been identified at grade geometric improvements with proper signalization (variable cycle, coordinated/synchronized or vehicle actuated signals) with pedestrian signal phasing and while others are proposed for improvement in junction geometry such as separation of grades. The corridor improvement plan has been proposed for the junctions in series and located very close to enhance the overall capacity of the corridor. A total of 20 critical junctions have been identified either lying at the proposed outer ring road (ORR), intermediate ring road (IMRR), inner ring road (IRR) or at the important arterial roads (Figure 0.13). Also, it is recommended that all the junctions should be installed with security cameras for incident detection and overall safety. Junctions lies on IMRR, IRR and Arterial roads are planned to be improved in phase I and junctions on ORR in phase II. Three river bridges as a part of the ring roads, from existing two lanes to six lanes have been proposed for upgradation. Shadipora, Ganderbal are located on ORR and Parimpora on IMRR.

Sixteen junctions are proposed for Grade separation in phase-I & II, eight junctions are proposed in phase-I - Nowgam Chowk, Sanat Nagar Chowk, Tengpora-Batamaloo Crossing, Bemina Chowk, Parimpora Chowk, Shalteng Chowk, Humhama Chowk & Jhelum Bund near GPO to Sangar Mall and remaining eight junctions are proposed in phase-II - J&K Bank Corporate Office Crossing, Narbal Crossing, Jawaharpora Narbal Crossing, Mirgund Crossing, Kandizal Crossing, Ichigam Crossing, Pantha Chowk and Dalgate crossing. Four junctions are proposed for signalization in phase-I - Soura Chowk, Ilahi Bagh, Karan Nagar and Baghat Chowk.

ii. Parking

Providing more and more parking spaces does not solve the purpose of mobility, as the parking spaces get eventually exhausted with a high rate of vehicle growth. To curb on-street parking, five locations are identified for the development of Multilevel parking lots either as automated or otherwise. All multi-level or exclusive parking facilities for private parking shall also provide and at least 10% of total space provision for IPT modes, NMV and feeder buses, as per local requirement. Surface parking (Off street) provisions are planned at 14 locations. Multi-level parking are planned at 5 locations in Phase I & II. Proposal for Phase-I consists of 8 Surface parking (Off street) – Rambagh, Polo view, Dal Gate, Batamaloo, Khanyar, Nowhatta, Syed Mansoor & Nigeen Lakae and 3 Multi- level parking proposals - Shaheed Gunj, Press Enclave and Sheikh Bagh. Proposal for Phase-II consists of 6 Surface parking (Off street) - Pantha chowk, Nowgam Railway Station, Budgam Railway Station,

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Mughal Garden, Hazratbal & SKIMS Soura and 2 Multi- level parking proposals – Badamwari and Airport.

Identified locations for the development of parking (Surface & Automated Multilevel off street Parking) in Srinagar are presented in Figure 0.14.

FIGURE 0.13: PROPOSED JUNCTIONS FOR IMPROVEMENT

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FIGURE 0.14: PROPOSED PARKING LOCATIONS

iii. Traffic Safety Plan

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

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

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

Helmets to be made compulsory for both rider and pillion.

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Front row seat belts to be made compulsory. Cancellation of driving license at third incidence of fine. Active surveillance by police mobile vans/bikes. Strict enforcement of Pollution control measures. Installation of pollution control kiosks at all fuel stations.

0.5. FREIGHT MOVEMENT PLAN

The freight movement through the CBD is presently restricted on some important arterials. Presently, Pantha Chowk and Parimpora Mandi act as important node for all goods traffic. In addition, FCI Godowns in Shaheed Gunj also attract heavy goods traffic into main CBD.

It is proposed to develop an Inland Multimodal Container Depot near Budgam Railway Station which shall comprise IFC, Truck Terminal, grain mandi, Fruit and Vegetable Mandi with all facilities for wholesale businesses, warehousing, cold storage, loading /unloading facilities, parking, workshops etc. By developing IMCD at Budgam, heavy goods traffic entering city will be directed along its periphery and light/small goods carrier vehicles can be used for intra-city freight movement. In addition, a mini-IFC is also proposed at Nowgam along the railway line. This is in line with proposal based on recommendation of Master Plan - 2035 for developing an outer ring road which will help diversion of through freight traffic in the area. One IFC is proposed to be taken up in Phase I and other in Phase II. It is recommended that the priority of implementations may be decided by the State Govt.

0.5.1. Regulatory And Institutional Measures

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

i. Transport Demand Management Transportation Demand Management or TDM refers to various strategies that change travel behavior in order to increase transport system efficiency and achieve specific objectives such as reduced traffic congestion, increased safety, improved mobility for non-drivers, energy conservation and pollution emission reductions. Table 0.7 gives the TDM Measures used worldwide to manage the transport demand in the cities.

RITES Ltd. Page 26 Comprehensive Mobility Plan for Srinagar Final CMP Executive Summary TABLE 0.7: TRANSPORT DEMAND MANAGEMENT MEASURES

Type Of Measures Measure Economic Measures Road user charges Parking charges Public transport subsidization Fuel Tax Restraint on Vehicle Ownership Land use Car free developments and location of new developments Park and Ride Facilities Public transport promotion Intensive development along major PT routes Information for Travelers Travel Information before a trip is undertaken Car Sharing Administrative Measures Parking Controls Pedestrianised Zones Alternative working patterns (Flexi time etc.) Different weekly offs days for various market areas

ii. Para Transit Improvement Plan

• Identification of areas of operation for IPT operation based on demand and road network constraints. Major demand corridors have been identified as PT corridors to be operated by MRTS /Bus. IPT modes are proposed to operate on secondary/ tertiary roads to serve as feeder to PT corridors. • Parking and terminal facilities for para-transit operation. • Removal of disparity in fare structure followed by PT and IPT modes. • Control on illegal operation of IPT modes. • Driver Training, registration of only licensed drivers for driving of IPT modes are some other areas that need immediate attention of concerned authorities to bring improvements in IPT operation. iii. Institutional Measures Urban transport is made up of multiple components managed by many agencies with overlapping responsibilities. There is no integrated planning or coordination between various agencies or even integration of services. Following is the list of primary institutions concerned with different facets of transport and other infrastructure in Srinagar: Srinagar Municipal Corporation(SMC) Jammu & Kashmir State Road Transport Corporation (JKSRTC)

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Traffic Police Department

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

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

v. Need for Unified Metropolitan Transport Authority (UMTA) The study proposes that UMTA could be given a larger set of functions through legislation, but be assigned these functions in stages, as the organization evolves and builds capacity, and as higher level of acceptance is achieved about UMTA’s role amongst key stakeholders. UMTA could thus first take up the range of functions that today are the key gaps or overlaps and gradually it can look towards rationalizing functions of existing agencies and taking over an appropriate group of functions. In this light, UMTA may be assigned functions which lie between the aforesaid two extremes arrangements, and less complex and feasible in operationalization. The extent of functions involved under this arrangement are given below:

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

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

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

TABLE 0.8: COMPOSITION OF UMTA

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

RITES Ltd. Page 29 Comprehensive Mobility Plan for Srinagar Final CMP Executive Summary vi. Traffic Engineering Cells (TEC)

There are numerous issues of proper road geometrics, traffic circulation, junction design, traffic signals, road signs/markings, street furniture etc. which are properly attended to by these agencies due to lack of traffic engineering expertise. Traffic planning is a continuous affair. It is therefore important that Traffic Engineering Cells are established within SMC/SDA & Traffic Police with qualified and adequate staff such as traffic engineers. This will ensure that the traffic schemes are properly implemented with better results and fine-tuned later, if necessary. This will go a long way to improve traffic flow in Srinagar.

0.5.2. Development of Fiscal Measures

i. Fare Policy for Public Transport

The CMP details following components for arriving at a fare policy for public transport for Srinagar. • Principles for Rational Public Transport Tariff Design • Effect on Demand of Bus Services • Subsidy Administration • Fare Revisions • Fare Integration

ii. Parking Pricing Strategy

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

It is proposed to levy incremental parking charges upon on-street parking in the areas identified for the City. Along with this, off street parking complexes need to be developed to accommodate private vehicles as well as to provide defined space for goods IPT vehicles facilitating goods transaction without hurdling the traffic. As parking is un-satiated demand, it is proposed that regulatory tools need to be adopted to cater parking demand generated by a building inside its own premise. This will cater to the parking demand likely to be generated by upcoming

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developments in the City. Broad measures to ensure availability of parking inside a building premise include:

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

0.5.3. Mobility Improvement Measures Proposed in CMP and NUTP Objectives

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

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

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

RITES Ltd. Page 31 Comprehensive Mobility Plan for Srinagar Final CMP Executive Summary The CMP recommends proposals for Public Transport System, New Bus Terminals, Pedestrian Facilities, Road Infrastructure, Intersection Improvement, NMT etc for the Study Area to cater to travel demand up to the year 2044. Broad cost estimates have been worked out to assess the requirement of funds.

0.6. IMPLEMENTATION PLAN

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

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TABLE 0.10 PHASE WISE BROAD COST ESTIMATES Quantity Cost (In Cr) new unit Total Phase I Phase Phase Phase I Phase Phase Quantity rates (Rs Cost (Rs by II by III by by II by III by S.No. Proposals units (Total) in crore) in crore) 2024 2034 2044 2024 2034 2044 1 Public Transport Improvement Proposals a. MRTS per km 42.5 231.00 9817.5 25.0 17.5 0.0 5775.0 4042.5 0.0 b. Buses / Mini Buses per Bus 2300.0 0.44 1012.0 1200.0 600.0 500.0 528.0 264.0 220.0 c. Inland Water Transport System per km 60.0 6.4 382.0 23.0 37.0 0.0 146.4 235.6 0.0 2 Commuter Rail a. Upgradation of Existing Track per km 140.0 3.5 486.2 140.0 0.0 0.0 486.2 0.0 0.0 b. New Tracks per km 170.0 28.9 4919.9 0.0 70.0 100.0 0.0 2025.8 2894.1 3 Terminals per km a. Improvement of Existing Bus terminal Each 6.0 14.3 85.8 4.0 2.0 0.0 57.2 28.6 0.0 b. Bus Terminals cum Depot Each 5.0 44.0 220.0 3.0 2.0 0.0 132.0 88.0 0.0 4 Road Improvement Projects Outer Ring Road (ORR) total length 105km out of which a. new road 44km per km 44.0 9.90 435.6 0.0 44.0 0.0 0.0 435.6 0.0 b. Upgradation of Remaining ORR of 61 km 61.0 6.60 402.6 61.0 0.0 0.0 402.6 0.0 0.0 Inter-Mediate Ring Road (IMRR) (existing 2/4 lanes to 6 c. lanes) per km 65.0 6.60 429.0 65.0 0.0 0.0 429.0 0.0 0.0 d. Inner ring road (Core Ring Road) per km 20.0 6.60 132.0 20.0 0.0 0.0 132.0 0.0 0.0 Road Widening and Improvement (existing 2/4 lanes to 6 e. lanes) with NMT per km 120.0 6.60 792.0 120.0 0.0 0.0 792.0 0.0 0.0 Upgradation of River bridge (3 lane d/d carriageway) (Avg. f. 600m length) per Bridge 3.0 93.50 280.5 1.0 2.0 0.0 93.5 187.0 0.0 5 Intersection Improvement a. Geometric Improvement with signalization Per junction 4.0 1.1 4.4 4.0 0.0 0.0 4.4 0.0 0.0 b. Grade Separated (6 lane c/w) Per junction 16.0 16.50 264.0 8.0 8.0 0.0 132.0 132.0 0.0 6 Parking a. Off-street Parking per location 14.0 5.50 77.0 8.0 6.0 0.0 44.0 33.0 0.0 b. Multilevel Parking per location 5.0 22.00 110.0 3.0 2.0 0.0 66.0 44.0 0.0 7 Inland Multimodal Container Depot/Dry Port per location 2 69.5 138.915 1 1 0 69.5 69.5 0.0 Total 19989.4 9289.8 7585.6 3114.1 Source: Unit Rate based on past studies/projects for various Indian Cities. Rates are subject to change during DPR stage of each project. Unit rates are assumed 10 % higher from CMP Jammu unit rates considering the increased transportation and labour cost.

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

1. INTRODUCTION

The planning area of Srinagar is spread over an area of about 758 Sq.km including the Srinagar Municipal Corporation area. The population grew from 3.18 lakh in 1961 to 17.8 lakh in 2011 (as per Census of India 2011 and Revised Srinagar Master Plan 2035) excluding the overhead population of around 3.0 lakh which includes the Defense forces, Service and Darbar Move population. The central part of the city is extremely crowded. High density is observed in areas of Lal Chowk, Batamaloo, Khaniyar, Munshi Bagh, etc. The Study area population in 2019 is estimated as 22.9 Lakh. Geographically, Srinagar is located on National Highway- 44 (old NH-1A) about 290 km to the north of Jammu, the winter capital of Jammu & Kashmir. The development of urban economy, growth and standards of living are very much dependent on the efficiency and performance level of city’s transport network and systems. Traffic planning is essential to manage current traffic and its future growth. Large-scale urbanization and rapid growth of vehicles population has laid sever stress on the existing urban transport system in Srinagar city. With the sharing of limited right of way by a variety of modes and other utility services, the problems have become unmanageable resulting in traffic congestion, accidents, and inadequate parking area and environment deterioration.

Srinagar also acts as a gateway into a part of Jammu & Kashmir region attracting substantial number of tourists and goods traffic for their onward journeys. As a distribution hub for the hilly regions, large volume of goods traffic is also generated/ attracted. Absence of a complete urban bypass system directs considerable ‘through’ traffic into the city thereby adding needless congestion, rising pollution levels, etc. The usage of private modes is growing unabated mainly due to inadequate and inconvenient public transport facilities with poor level of service. The augmentation in the capacity of urban transport infrastructure has become necessary. The city must keep pace with the growth in various sectors. The increasing trend of private modes is causing congestion, reduced mobility and rising pollution level.

As per Metro Rail Policy – 2017, Comprehensive Mobility Plan should be

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prepared/updated in every five years to address the constantly changing scenarios of mobility. With a view of developing effective and efficient urban transport system, the Government of Jammu & Kashmir has decided to undertake a comprehensive study to plan an efficient, safe and high capacity public transport system in Srinagar. For the purpose RITES Ltd. has been engaged to prepare Comprehensive Mobility Plan for Srinagar as per Metro Rail Policy – 2017.

1.1. SUSTAINABLE MOBILITY PRINCIPLES

Sustainable mobility means satisfying the needs of the current generation without compromising the ability to satisfy the needs of future generations. Sustainable mobility is therefore the mobility model that enables movement with minimal environmental and territorial impact. The current model of travel in Indian cities is unsustainable as it is fundamentally based on motorized transport and, specifically, the use of private vehicles.

A model of sustainable mobility would be one in whose means of transport consume the least energy and produce less pollution per kilometer travelled and passengers have greater recognition (travel on foot, by bicycle, collective transport and shared car). To achieve this, there are following 8 principles that guide the sustainable transport and development:

WALK | Develop neighborhoods that promote walking

CYCLE | Prioritize non-motorized transport networks

CONNECT | Create dense networks of streets and paths

TRANSIT | Locate development near high-quality public transport

MIX | Plan for mixed use

DENSIFY | Optimize density and transit capacity

COMPACT | Create regions with short commutes

SHIFT | Increase mobility by regulating parking and road use

Thus, a Sustainable Urban Mobility Plan for a city is a strategic plan designed to satisfy the mobility needs of people and businesses in cities and their surroundings for a better quality of life. It builds on existing planning practices and takes due consideration of integration, participation, and evaluation principles.

CMP Srinagar will be a Sustainable Urban Mobility Plan for the city with a long-term vision for desirable accessibility and mobility pattern for people and goods in the urban agglomeration. It focuses on the mobility of people to address urban transport

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problems and promotes better use of existing infrastructure (i.e., improvement of public transport, pedestrian and NMT facilities) which leads to the integration of landuse and sustainable transport development.

1.2. IMPACT OF REGIONAL/NATIONAL FRAMEWORK

Srinagar is connected by NH-44 (old NH-1A) with other parts of the country by road network from Jammu which further moves to Leh while passing through the densely populated areas. Srinagar is connected to districts like Anantnag, Baramulla, Badgam, Pulwama through major district roads. All of these roads are two lanes with small pockets of four lane width. The city is also linked to urban areas like Chadoora and Ganderbal through road system which also passes through congested parts of Srinagar.

The existing road network of Srinagar is basically of radial pattern. Four roads namely Srinagar- Leh Highway, M.A Road, Qamarwari – Batamalo Road and Dr. Ali Jan Road are converging in to the city from different directions. Figure 1.1 shows the existing regional transport connectivity of Srinagar.

Srinagar railway station or Nowgam railway station currently helps in commuting to Baramulla and Banihal. Srinagar Airport is situated in the outskirts of the city at Humhama and is popularly known as Sheikh-Ul-Alam International Airport. The airport is about 14 km away from the city of Srinagar. The public and private airlines operating from Srinagar include Spice Jet, Go Air, Vistara, Air India, and Indigo. Srinagar’s airport is well-linked to the other airports of key cities like Mumbai, Delhi, Chandigarh, Leh etc.

1.3. NATIONAL URBAN TRANSPORT POLICY

The National Urban Transport Policy (NUTP) has been formulated by the Ministry of Housing & Urban Affairs in 2006 to transform the current urban transport system into a safe, convenient affordable, quick, comfortable, reliable and efficient transportation system across all urban areas in India. The objectives of the NUTP are:

Incorporating urban transportation as an important parameter at the urban planning stage rather than being a consequential requirement Encouraging integrated land use and transport planning in all cities so that travel distances are minimized and access to livelihoods, education, and other social needs, especially for the marginal segments of the urban population is improved Improving access of business to markets and the various factors of production.

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FIGURE 1.1: REGIONAL TRANSPORT CONNECTIVITY OF SRINAGAR

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Bringing about a more equitable allocation of road space with people, rather than vehicles, as its main focus. Encourage greater use of public transport and non-motorized modes by offering Central financial assistance for this purpose Enabling the establishment of quality focused multi-modal public transport systems that are well integrated, providing seamless travel across modes Establishing effective regulatory and enforcement mechanisms that allow a level playing field for all operators of transport services and enhanced safety for the transport system users Establishing institutional mechanisms for enhanced coordination in the planning and management of transport systems Introducing Intelligent Transport Systems for traffic management Addressing concerns of road safety and trauma response Reducing pollution levels through changes in traveling practices, better enforcement, stricter norms, technological improvements, etc. Building capacity (institutional and manpower) to plan for sustainable urban transport and establishing knowledge management system that would service the needs of all urban transport professionals, such as planners, researchers, teachers, students, etc. Promoting the use of cleaner technologies Raising finances, through innovative mechanisms that tap land as a resource, for investments in urban transport infrastructure Associating the private sector in activities where their strengths can be beneficially tapped Taking up pilot projects that demonstrate the potential of possible best practices in sustainable urban transport.

1.4. DELINEATION OF PLANNING AREA (STUDY AREA)

The Srinagar Planning Area as per Srinagar Revised Master Plan – 2035 area of about 758 Sq.km is taken as the Study area which includes the Srinagar Municipal Corporation (SMC) area of about 177 Sq.km. The Study area also includes Budgam, Ganderbal, Pampore, Khrew Urban Local Bodies (ULBs) and additional 160 villages as outgrowths in twelve tehsils of six districts. The majority of population of the Study area resides in the SMC area.

Government of Jammu & Kashmir has created a Metropolitan Regional Development Authority (MRDA) for Srinagar Region. The primary Study Area for this assignment will

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be as per Srinagar master Plan- 2035. (Figure 1.2).

1.5. VISION AND OBJECTIVES OF MOBILITY PLAN

The vision of the CMP is to achieve safe, efficient, reliable and seamless mobility of people and goods in Srinagar city to make it a model city. The objectives of CMP are: To optimize the “mobility pattern of people and goods” rather than of vehicles To focus on the improvement and promotion of public transport, NMVs and pedestrians, as important transport modes in city To provide a recognized and effective platform for integrating landuse and transport planning To focus on the optimization of goods movement

FIGURE 1.2: STUDY AREA - SRINAGAR MASTER PLAN AREA, 2035

A low-carbon mobility growth scenario for the city

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Equity to all sections of the society including urban poor and differently abled Service level benchmarks incorporation Accordingly, the overall objective of the CMP is to provide a long term strategy, which ensures desirable mobility, safety and accessibility to people across gender and socio- economic profiles.

1.6. REVIEW OF AVAILABLE RESOURCES

The major studies carried out in the past by various organizations for transport system improvements in Srinagar are as follows:

Comprehensive Mobility Plan for Srinagar, 2013

Master Plan for Srinagar, 2021

Master Plan for Srinagar, 2035

1.6.1. COMPREHENSIVE MOBILITY PLAN (CMP) FOR SRINAGAR, 2013

The Comprehensive Mobility Plan (CMP) of Srinagar was prepared in 2013 by Planning and Development Department, Government of J&K. It was prepared for a planning period of 20 years (up to 2031) with a vision for transport in Srinagar to “move people, not vehicles”. The mobility vision for Srinagar city is to “Provide safe, efficient, and economical means of transportation system for improving mobility of people and goods”. The objectives of CMP was to develop specific actions in the form of short, medium and long term transportation improvement proposals that will achieve the transportation vision for the area. In order to address the existing and envisaged mobility situation and to fulfill the CMP vision, the following strategies have been proposed:

i. To improve connectivity and travel throughout the city and its region.

ii. To improve mobility within neighborhoods, wards and Zones and satellite towns so as to take care of Intra-city and inter-city transportation needs.

iii. Develop an urban transport planning model using state of the art modeling techniques, appropriate to the conditions and planning needs of the study area.

iv. To make viable and reliable transportation options which aim at reducing dependence on automobiles with widespread use of non motorized modes and mass rapid transit system.

v. Identify for all modes, a phased program of appropriate and affordable

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investments and policy proposals; and also integration of various modes of mass transits.

vi. Strategize transport policy as an integral part of urban planning.

vii. Recommend institutional mechanism for inter agency co-ordination.

The major Transport Proposals made under CMP are as under:

a. Land Use and Transport

The land-use strategy for the Srinagar Planning Area promotes the development along radials across the Study area based on the settlement patterns and their potential growth.

The CMP suggests that mass transport system has to be planned as a network in the city core and not only as one of the corridors to support larger core city. This would be the way to make the city less reliant on the private mode of transport. Thus the integrated land-use interventions are:

Emphasis on transit oriented development (TOD) with high density areas close to mass transport stations.

Either develop all future new townships / emerging activity centres along the defined major transport corridors or integrate properly with mass transport system in the Master Plan itself.

Allow the land-use changes from time to time to enable efficiency.

b. Development of City-Wide Mass Transport System Heavy passenger demand as per CMP have been stated along Channapore- Natipore Road, New Airport Road, Residency Road, MA Road, Hazratbal Road, Karan Nagar-Safa Kadal Road and Soura Road. On some of the road sections in coming years, the demand is expected to be beyond the capacity of a road based public transport system. Following strategies should be adopted to upgrade public transport system:

i. Actions to maximize the passenger carrying capacity of the existing transport network by management measures including bus/minibus priorities as a short term measure.

ii. Construction/ up-gradation of roads and investment in road based public transport infrastructure to extend the capacity of public transport system as a medium measure. Trunk routes where demands where demands are more

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than the capacity of minibuses should be served by standard buses and other/feeder routes by mini buses.

iii. As a medium and long term measure, high capacity mass rapid transport system to serve trunk routes while buses/mini buses providing the feeder services and operating on other less dense routes.

Light metro has been proposed in CMP for Srinagar for a total length of about 67 Km (Table 1.1). The Figure 1.3 shows the proposed public transport infrastructure proposals. TABLE 1.1: PROPOSED MRTS CORRIDORS

System S. No. Corridor Length (Km) Type 1 Light Metro System I Galander to Narabal Crossing 33.1 II Nowgam Railway Station to Pandach to Ganderbal 33.8 Total 67 2 Mini Metro (Small Monorail / Cable Car) Circular Ring along Dal Lake i.e. Kashmir University to I 22.6 Kashmir University via Nishat Garden Total Light Metro + Mini Metro Length 89.5 Source: CMP Srinagar, 2013

1.6.2. MASTER PLAN FOR SRINAGAR, 2021 The Master Plan for Srinagar included various expert opinions and strategies involved through them, which are as under:

a. Base Plan for Greater Srinagar has been updated and kept ready for future planning process of Area Development Plans and Zonal Development Plans.

b. Landuses have been made flexible. Zoning Regulations have been made recast. Mixed Land Use has been permitted under zoning Regulations.

c. Alternate methods for clearance of slums and depletion of population in highly dense zones of the city have been devised. d. Major thrust in this Master Plan 2021 is oriented towards:

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FIGURE 1.3: PROPOSED PUBLIC TRANSPORT INFRASTRCUTURE PROPOSALS

Source: CMP Srinagar, 2013

i. Large scale ownership of Land (creation of Land Bank).

ii. Development of Efficient Circulation Network. Increase in the Land Area under Roads and Streets.

iii. Introduction of necessary amendments in various laws concerned with planning and development of cities and towns in the state.

iv. Decentralization and dispersal of Economic Activities.

v. Conservation of Environment.

vi. Meso level planning in respect of certain important components of Development.

vii. Identification of cultural Heritage and its preservation.

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viii. Urban renewal of core area.

ix. Resource mobilization for promotion of urban activities.

x. Mopping up unearned value of Land.

1.6.2.1 Public Transport

The intra- city traffic comprises of public transport as main component, para transit in the form of Auto Rickshaws and personal modes of transport. The public transport is proposed to be improved by following methods.

Route optimization

Formulation of routes with relation to the proposed land-use pattern.

Provision of terminals for point to point service.

1.6.2.2 Rapid Transit System

To reduce the dependence on personalized modes it is imperative to provide a Mass Rapid Transit System (MRTS) in future. It is therefore, proposed to reserve corridors for a rail based transit system along the North- South direction from Pandach to Nowgam Railway Station via North- South corridor, Ali Jan Road, Safa Kadal, Karan Nagar Road, Jahangir Chowk to Tengapora via Batmaloo and along bypass to Nowgam. The proposed MRTS shall be partly elevated, partly at-grade and partly sub- terrain from Karan Nagar Municipality road intersection to Batmaloo via Jehangir Chowk with dual tracks & terminals.

A secondary corridor is also proposed from Saidpora on Ali Jan Road to Tengpora on N.H. Bypass via Achan district centre.

1.6.3. MASTER PLAN FOR SRINAGAR, 2035 The Master Plan strategy for future planning of the city focuses on its historical values, natural environment, vulnerability and the quality of life in neighborhoods. Giving these guiding principles, it is necessary to envision Srinagar city by 2035 and align its future development accordingly.

The Revised Master Plan is viewed as an opportunity towards planning for change and sustained economic growth of the city. The Master Plan defines the future strategy in light of its vision for Srinagar as a city of opportunities. For a long term sustainable vision of Srinagar—smart & sustainable development, economically empowered growth, and better quality of life—the city has to be treated as a sustainable

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ecosystem with the following guiding principles of its vision:

Long term vision of Srinagar based on sustainability; intergenerational, social and economic equity and its individuality (Land Suitability)

Long term economic and social security of Srinagar (Economic and Social Development)

Recognizing the intrinsic value of biodiversity and ecosystems ensuring provisions to protect and restore them (Biodiversity Conservation)

Recognize and build on distinctive characteristics of Srinagar including their human and cultural values, history and natural systems (Heritage and Conservation)

Empower people fostering participation (Public Participation)

Enable cooperative networks towards a common sustainable future

Enable continual improvement based on accountability, transparency and good governance Implementation)

1.6.3.1 Proposed Urban Transport Development Strategy

To improve the overall mobility, the following Urban Transport Development Strategies have been proposed.

i. Preparation and operationalization of an integrated and mutually complementary multi-modal transport system comprising the road, rail, mini- rail and IWT network.

ii. Expansion and Restructuring of the existing road network to an organised Ring- Radial pattern.

iii. Develop Srinagar Metropolitan Region (SMR) as a connected city with major focus on efficient public transport network and transits.

iv. Improvement in traffic management through short-term, medium-term and long-term interventions

v. Setting up and coordination of institutions dealing with various aspects of urban transport under the umbrella organisation— Unified Metropolitan Transport Authority (UMTA).

vi. Encouraging and incentivising public transport and non-motorized transport in the city to sustain the existing modal share of public transport and NMT trips.

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vii. Removal of traffic bottlenecks and development of regional corridors and interconnecting radials for hassle free intercity and intra-city movement of traffic.

viii. Development of adequate pedestrian, cycling and parking (NMT) facilities across city and removal of road-side encroachments especially on footpaths.

ix. Introduction of She-Buses for gender based transport to facilitate safe and secure travel of females.

x. Providing smart solutions in the regulation and management of city traffic through Intelligent Traffic System (ITS).

1.6.3.2 Light Metro Transport

Light Metro is proposed along important corridors as a long term policy intervention in the mass transport system. The light rail provides a safe and efficient public transport and is proposed to be elevated and at grade mostly along the road medians. It will cover the core areas of the city and as such is proposed along following corridors after assessing feasibility:

Phase-I:

i. Humhama to Pandach via Hyderpora along Airport Road, Bagat, Solina, Batamaloo to Safa kadal along Doodganga to Soura along Ali Jan Road to Pandach along 90 feet Road

ii. Pantha Chowk to Bemina (State Motor Garages to Cement Kadal and along Nallamar Road to Lal Chowk (MA Road)

Phase-II:

i. Extension of Phase I corridors to Budgam, Pampore, Ganderbal and Narbal adjacent to proposed and existing terminals for ensuring integration of traffic modes.

1.7. APPROACH AND METHODOLOGY

The Study Approach is to focus on delivering all the required objectives within the agreed scope and timeframe while maintaining professional quality meeting Client’s expectations. The Comprehensive Mobility Plan (CMP) for Srinagar has been prepared within the overall frame work of Metro Policy issued by the Ministry of Housing and Urban Affairs (MoHUA) in 2017. Our approach is collaborative and coherent to complete the project within the time limit. We have maintained excellent communications with all project stakeholders including senior staff, and key stakeholders. With our extensive experience in providing consultancy services for

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similar projects in different cities of India, and the general approach is based on:

A clear understanding of the project’s wider objectives and the Scope of Work;

A clear understanding and appreciation of the local conditions based on site visits and previous experience in similar projects;

Rapid mobilization of suitable team of experts with proven success on other projects;

Formulation of an appropriate work plan based on understanding of the important issues and likely time requirements;

Use of effective project management and coordination systems;

Development of a close relationship with client officials to ensure that matters are discussed openly and resolved quickly;

Establishing strong links and encouraging frequent and open communications with all concerned stakeholders, especially in relation to the finalization of the proposals; The Methodology for preparing CMP for Srinagar has been divided broadly into 6 Stages as under:

Stage 1: Defining the Scope of the CMP

Stage 2: Data Collection & Analysis of Existing Urban Transport and Environment

Stage 3: Development of Business as Usual (BAU) Scenario

Stage 4: Development of Sustainable Urban Transport Scenarios

Stage 5: Development of Urban Mobility Plan

Stage 6: Preparation of the Implementation Program

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

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FIGURE 1.4: METHODOLOGY FLOW CHART FOR CMP

Stage I: Defining the Scope of the CMP Task II: Delineation of Planning area and

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

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

with National Urban Transport Policy (NUTP). A detailed work plan chart to be prepared

Ensure that most appropriate sustainable, and cost- Identifying specific project tasks as they interrelate to effective investments are mode in the transport sector. one another.

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

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

Environment Task 2-1: Review of Regional Profile. Task 2-2: Delineation of Traffic Analysis Zones and Review Task 2-3: Review of the Existing Transport of landuse pattern & population Density Systems

Review of Road Infrastructure. Assessment of Transit Infrastructure. Task 2-4: Study of Existing Travel Behavior Review of IPT Infrastructure. Primary Surveys such as Screen Line Classified Volume Primary Surveys such as Road Network Inventory, count Surveys, Household Interview Surveys, Road side Classified Turning Volume Count Survey, Parking Interview Survey and Publix Transport Passenger Counts Survey Bus/ Ferry Boarding and Alighting Survey

Analysis and Estimation of Travel Characteristics. and Vehicle Operators Survey Task 2-5: Review of Energy and Environment Task 2-6: Analysis and Indicators

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

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Comprehensive Mobility Plan for Srinagar Final CMP Chapter 1: Introduction

Stage V: Development of Urban Mobility Plan

Task 5-5: Preparation of Mobility Management Measures Task 5-1: Integrated landuse and Regulatory measures in relation to: urban Mobility Plan Bus service improvement (concession, privatization, and lease contract) Task 5-2: Formulation of the Public Traffic safety improvement (traffic regulation, mandatory road user Transport Improvement Plan education, enforcement systems); Task 5-3: Preparation of Road Introduction of Transport Demand Management (TDM) measures; Network Development plan & NMT Facility Improvement Plan Vehicle emissions (Focus on non-fuel based vehicles and compressed natural gas/CNG vehicles); Road Network Development Plan And Public-Private Partnership (PPPs) NMT Facilities Institutional measures in relation to; Task 5-4: Preparation of Mobility

Management Measures Coordination mechanism to integrate public transport operation and to integrate fares;

Establishment of Unified Metropolitan Transport Authorities (UMTA) Establishment of SPVs for the implementation of proposed projects; and other change necessary to promote PPPs;

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

Stage VI: implementation

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

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

Task 1: Define Objectives and Vision of the CMP

As an initial task, objective and the vision will be clearly defined. The objectives are covered the following aspects as mentioned in section 1.5.

Task 2: Study Area /Planning area and planning horizon

As per the CMP Guidelines, the Master Plan has been used as a base for preparing the CMP. This is because the CMP addresses not only city transportation needs but also the needs for regional connectivity with satellite towns and Special Economic Zones (SEZs).

Accordingly, the Study Area for Srinagar CMP is the urban agglomeration area of Srinagar as identified in the Srinagar Master Plan (2035). Planning horizon for Srinagar CMP is 20 years i.e. till Year 2044. Improvements for Short, Medium and Long term have been proposed under the CMP for duration of 5 years, 10 years and 20 years respectively.

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

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

Task 3: Review City Profile, Delineation of Traffic Analysis Zones (TAZ) and Review of Land Use Pattern & Population Density

To study the city’s present socio-economic profile and trends over a period of time, data have been collected from secondary sources on land area, administrative boundaries, demography and socio-economic characteristics.

For the purpose of analysis and development of travel demand forecasting model, the study area has been subdivided into smaller areas known as Traffic Analysis Zones (TAZs). TAZs have been delineated taking into account various factors such as administrative boundaries, physical barriers like water bodies, railway lines, highways and homogeneous landuses. TAZs located inside the planning area are called internal zones whereas TAZs outside the planning area are termed as external zones. Analysis of trip interactions between internal-internal, internal-external, external-external and external-internal have been taken up on the basis of these zones.

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A review of landuse in each TAZ has been carried out and linked with the data on population collected as secondary data from various sources. CMP relies on CDP and the Master Plan of Srinagar as the prime data sources for reviewing existing landuse patterns. The area of TAZ and the population figures have been used to derive the population density of each zone. The pattern of landuse has been analyzed for percentage of land under each landuse to arrive at ratio of residential landuse and employment-generating landuse, which has significant influence on travel distance and choice of walking, bicycle and public transport modes.

The review of existing landuse gave insight into the mode choice behavior of the city inhabitants which has been used in formulation of future scenarios wherein changes in landuses or the densities have been altered to affect the future mode choices in favor of public transport. Following relationships have been established based on the availability of data for each zone:

Ratio of the number of jobs to the number of household in each zone. No. of persons/job per unit area = Rj / ARj x AJj Where, o Rj = no of residents in a zone o ARj = area under residential purpose landuse in the zone o AJj = no. of jobs in the zone to the area under landuses that generate these jobs respectively Floor space used per activity per unit area = number of floors x landuse (activity)

Task 4: Review of the Existing Transport Systems

A review of the existing transport infrastructure and facilities has been done for each transport mode, which may include walking, bicycle, cycle rickshaw, auto rickshaw, shared auto-rickshaw and public transport. The data on existing transport system has been collected from primary as well as secondary sources.

Task 5: Data Collection Approach - Methodology and Sources

Relevant data has been collected from secondary sources like published reports (CDP, CMP or CTTS), city authorities or primary surveys. As a part of CMP, following primary surveys are required for the analysis of the existing urban transport systems are as follows: o Road Network Inventory Surveys (within city limits- All major arterials and important sub-arterials and local streets) o Classified Traffic Volume Count Surveys at Outer Cordons and Mid block o Speed and Delay Surveys – Peak hour and off peak hour

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o Pedestrian Count Surveys o Parking Surveys - 12 hours o Public Transport - Boarding and Alighting Survey (based on city travel characteristics) o NMT Opinion Surveys o Junction Turning Volume Counts

Task 6: Study of Existing Travel Behavior Two important considerations have been taken into account while collecting data on travel patterns. The collected data have been covered the travel behavior of all individuals within a household and trip purpose, which can represent people’s perceptions towards different modes of transport in terms of time, cost, comfort, safety and security. For understanding and analyzing the existing travel behavior and characteristics, the following surveys have been conducted:

Screen Line Classified Volume Count Surveys Household Interview Surveys (sample size should be between 1-2% depending on the size of the city and limited sample for updation -as the case may be) Work Centre Interview Survey and Stated preference survey

These above surveys have been carried out during the preparation of DPR in 2017. Therefore, same data has been used for CMP preparation.

Task 7: Review of Energy and Environment

In order to address the indicators of environmental impacts i.e. percentage of population exposed to air pollution data on ambient air quality has been collected through monitoring at selected sample location in Srinagar. These locations have been selected such that they provide a reasonable representation of the pollution scenario of Srinagar. The pollution levels have been mapped by using standard dispersion model. Estimation of pollution as above is proposed as one way of mapping ambient air quality.

Task 8: Analysis and Indicators

Data collected under above listed exercise have been collated under the specified service-level benchmarks (SLB) to understand the level of service provided to citizens of Srinagar. The SLB listed as under the CMP guidelines are as follows: Public transport facilities

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

As part of the study, the impacts of the projects proposed have been evaluated in terms of improvement in the Service Level Benchmark (SLB) of each indicator and overall improvement in SLB.

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

Task 9: Framework for Scenarios

Scenarios have been formulated to depict future growth and the needs and issues of mobility on the basis of data on traffic and travel characteristics collected through various secondary and primary surveys. The Business As Usual represents the future based on the continuation of past trends and has been used as a reference point for assessing the need for policy interventions. The BAU scenario extrapolates the existing trends and does not assume any radical policy interventions for sustainable development and emission mitigation. However, infrastructure development and landuse as depicted in the Master Plan have been considered under the BAU scenario. Future transport demand has been assessed under BAU on the basis of preferences of different socio-economic groups as revealed in the base year. In terms of passenger transport, the BAU scenario predicts the increased car ownership and higher demand for motorization. The model for BAU yields the output on future transport indicators namely: Mobility and accessibility, Safety, Environment, Energy

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Task 10: Socio- Economic Projects

Demographic projection includes population projection for the city along with projection of rural and urban population. The population for each TAZ estimated and has been used as the basis of demographic projections.

Task 11: Landuse Transitions

Future urban development has been modeled on the basis of following inputs as estimated: Existing landuse type and its floor area Floor space requirement per capita for each landuse/TAZ

The landuse type has been disaggregated into residential, commercial, retail, recreational, industrial, educational, religious, and other categories. Landuse projections and allocations for the coming years have been done in following three steps. The first step includes the projection of socio demographics and the per capita space requirements for each activity in the city. The second step involves the allotment of activities based on connectivity and distances, as well as the availability of space. The third step includes the scope of the landuse transition.

Task 12: Transport Demand Analysis

Demand for passenger transport has been estimated using a four-step model. The four- step model is based on an understanding of existing travel behavior obtained from the household survey, and provisioning existing transport infrastructure and service quality. The transport model has been developed for peak-hour model. After set up for the base year, the transport traffic flows on different road links have been compared with the actual traffic volume counts observed at various locations observed across the city.

Task 13: Technology Transitions

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

on CO2 emissions and air quality.

Task 14: Model Framework The framework for sustainable urban mobility needs to utilize the four strategic levers: Urban form,

Non-Motorized Transport (NMT),

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Public transport, and

Technology.

The framework includes the study of impacts of alternative strategies using key indicators for mobility, safety, and local environment, as well as more aggregate

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

environment, energy use and CO2 emissions.

1.7.4. STAGE IV – DEVELOPMENT OF SUSTAINABLE URBAN TRANSPORT SCENARIO

Task 15: Framework for Scenarios

Review of Green House Gas Emission indicators for the BAU scenario as well as sustainable scenarios, however, technological transitions for various scenarios should also be discussed in detail (Figure 1.5).

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

Task 16: Strategies for Sustainable Urban Transport Scenarios

Various scenarios have been developed describing the plans and policies aimed at limiting private vehicle ownership and use. The scenarios also assume an increase in motorized transport to some extent, which is inevitable given the low level of vehicle

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use on a per capita basis. Therefore, emphasis has been placed on improving technology in terms of efficiency and emissions.

Task 17: Transport Demand Analysis of Alternative Strategies for Sustainable Urban Transport

The aim of above scenarios is to improve transport infrastructure and increase the cost of using personal motorized vehicles. The method used to estimate travel demand for different modes under alternative scenarios. Repeating a four-step model In this method, a four-step modeling is repeated, taking into account changes in parameters associated with different modes such as cost, travel time, availability, comfort and safety. These changes result in changed impedance to different modes and consequently, changes in people’s transport choices. Likely changes to be accounted in the four-step model in alternate scenarios.

Task 18: Technology Transitions under a Low Carbon Scenario

In the low carbon scenario, the fuel mix is expected to diversify further from BAU scenario towards bio-fuels, electricity and natural gas. With advanced technologies, vehicle efficiency will also improve, and thus the overall demand for fuels will be lower in the low carbon scenario.

Task 19: CO2 Emissions and Air Quality

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

1.7.5. STAGE V – DEVELOPMENT OF URBAN MOBILITY PLAN

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

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people rather than vehicles by providing sustainable mobility and accessibility for all citizens to jobs, education, social services and recreation at an affordable cost and within reasonable time. The Urban Mobility Plan has been developed and on the basis of the analysis carried under Stages 3 and 4. The plan has been defined along the following lines:

Task 20: Integrated Landuse and Urban Mobility Plan

National Urban Transport Policy (NUTP) has emphasized the integrated landuse and transport planning. Urban structure determines the travel demand and transport system influence the urban structure. Location of various landuse and activity nodes have influence on travel pattern. At the same time, the transport nodes or hubs impact the allocation of landuse both at the city and local level. As such, integrating urban development with transport will be the key consideration towards compact and sustainable development of cities. Thus, elements for landuse transport integration would be as follows:

Enabling urban structure

Completing the hierarchy of roads

Aligning public transit with high density areas, mixed landuse to capture the land value

Integrating multimodal transit interchange and planning integration at vertical and horizontal level

Integrating landuse with the urban mobility plan would entail a two-way interaction between the two plans. High density residential areas intertwined with high density employment areas, along with increased travel costs and an efficient public transport system is expected to incite people to use NMT for short trips and public transport for long ones. The landuse has been allocated in a manner that encourages short and fewer trips, thereby enabling improved accessibility to activities. This also helps in people shift from private travel modes such as cars to NMT (including cycling and walking). Additionally, to encourage NMT, neighborhood design measures such as pedestrian footpaths and cycling tracks will be proposed. To summarize, the landuse plan locates activities in a manner that encourages low-carbon mobility and the urban mobility plan, in turn, facilitates the access to activities.

Task 21: Formulation of Public Transport Improvement Plan

Public Transport Improvement Plans has been divided into a number of sections, including service improvements for buses and para-transit, appropriate MRT options and infrastructure development plans and intermodal integration plans.

Improving the public transport involves infrastructural improvements like reserving

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lanes and tracks and improvement in level of service to not only maintain the existing modal share of public transport but also create a shift from other modes to public transport. A progression towards public transport technology has been suggested from the low-carbon point of view. System planning has considered not only where terminal, routes and stops are placed (i.e. routes and stops), but also consider the aspect of accessibility for pedestrians, cyclists, differently-abled, elderly people, and private vehicle users availing park and ride facilities.

Task 22: Preparation of Road Network Development Plan and NMT Facility Improvement Plan

CMP lists out road projects which need to be developed, strengthened, upgraded and interconnected including hierarchical road network, arterial road construction / widening projects, secondary road construction / widening projects, intersection improvement projects, flyover projects, railway over bridge or underpass projects. The hierarchical road network is based on travel demand. In addition to assigning hierarchy to the road network derived from its landuse, urban roads have been assigned functions as streets. As the availability of additional road capacity often induces new travel, the induced demand has been considered for project cost and benefit. Considering that the high number of trips in Indian cities are NMT, CMP prioritizes road space for NMT. As per the MoHUA guidelines, despite the latent demand for motorized vehicle use, proposals to improve motorized vehicle mobility by increasing road space under the pretext of easing congestion has been discouraged as much as possible. New construction/ widening projects, flyover projects and underpass projects has been proposed where absolutely necessary.

As a large proportion of urban travel involves using NMT modes, specific streets and the street types have been identified which are preferred by individuals when walking or using a bicycle. Due consideration has been given to forming a network of NMT. An attempt has been made to ensure that all roads where individual are likely to walk should include at least 2 meters of clear, walkable footpath, all potential walking or bicycling locations should have NMT infrastructure, including comfortable footpaths, cycle tracks, streetlights, cycle stand, formal pedestrian crossing and NMT-designed signals at all junctions. Access to activities and transport services has been taken into account. The design of these facilities has been inclusive and provides travel opportunities to all sections of the society. NMT improvement plans and traffic management measures have been worked out for CBD, commercial centers, and other major activity centers. These plans define the NMT policy for the whole region.

Task 23: Preparation of Mobility Management Measures

Traffic management plans covers the parking management plans, traffic control measures, intermodal facilities, demand management measures, traffic safety plan and ITS. Mobility management measures have been suggested in the CMP to enable

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enhanced use of public transit and NMT modes. Additional measures have been added to increase the cost of using personal motorized travel, including the taxation of cars and fuel, landuse planning that encourages shorter travel distances and traffic management by reallocating space on the roads.

Task 24: Preparation of Regulatory and Institutional Measures

Effective development of urban landuse and transport systems often requires regulatory and institutional changes. Such requirements have been worked out in in the CMP. These measures have been developed region-wide/ city wide or be project specific.

Task 25: Development of Fiscal Measures

Fiscal measures have also been considered to achieve a balanced modal split, and to secure the budget necessary to implement urban transport projects. As fiscal measures usually correspond to institutional and regulatory measures, the major aspects such as fare policy for public transportation, intermediate public transport and parking, setting up of Unified Metropolitan Transport Authority (UMTA) to coordinate urban transport and related issues and creating Special Purpose Vehicles (SPV) particularly for mass transit system will be examined in the CMP for consideration of state government.

Task 26: Mobility Improvement Measures and NUTP Objectives

The landuse and transport measures proposed in the CMP are expected to improve the mobility in the study area and cover the critical issues addressed in the NUTP. A table has been prepared summarizing the relationship between the NUTP objectives and the measures proposed in the study, together with a classification of the measures according to their implementation timeframe (immediate, short, medium and long term) as per the provision of NUTP.

1.7.6. STAGE VI – IMPLEMENTATION PLAN

Task 27: Preparation of Implementation Plan

CMP provides broad guideline prioritizing various projects for the measures identified under the following categories:

Short term (next 2-5 years) Medium term (5-10 years) Long term (more than 10 years)

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Task 28: Identification and Prioritization of Projects

All sustainable transport projects have equal priority however their planning can be phased based on short, medium and long-term planning. The prioritization of projects into short, medium and long term has been done using the following criteria:

Short-term measures are aimed at improving the safety and accessibility of pedestrians, cyclists and public transport users through area level traffic circulation plans and measures like implementing traffic signals. Medium-term measures typically involve corridor-level projects like implementing cycle tracks and mass-transit corridors, city level initiatives like public transport fleet improvement and efficient scheduling, developing area level cycle networks and Public Bicycle Sharing (PBS) schemes, parking policy development and implementation in the city. They are primarily aimed at restricting the decrease in the city’s public transport and non-motorized transport mode shares. Long-term measures include implementing the overall vision of the CMP. These project ideas are presented to the stakeholders in order to get their feedback on both the projects and their prioritization. The final list of identified projects then undergoes studies on implementation, cost estimates and likely funding agencies.

Task 29: Funding of Projects

As CMP is a long-term vision for the city authority, the overall ownership of the CMP lies with Urban Local Body (ULB). CMP makes a resource assessment for all the projects listed in the CMP and suggests the city authority, city-specific and project- specific indicative source of financing for the project. Task 30: Monitoring of CMP Implementation

As per the MoHUA advisory, CMP is the basis for approving projects, plans and various regulatory measures within the city related to transport. After the completion and approval of CMP, it will be important for the authorities to monitor and measure the impact of interventions taken as an outcome of CMP. Task 31: Stakeholders Consultation

Stakeholders’ consultation has been done after each major stage of the CMP such as the draft stage to ascertain their feedback and comments on the proposals and projects for improving urban transport.

1.8. COMPOSITION OF REPORT

This ‘Report’ has five chapters covering the following topics: Chapter 1 describes the mobility principles, national urban transport policy, study area,

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vision & objectives of mobility plan, review of available past studies, approach and methodology of the study.

Chapter 2 reviews the city profile, primary traffic & travel surveys data and its analysis along with service level benchmarking indicators.

Chapter 3 gives the development of Business As Usual (BAU) Scenarios and Sustainable Urban Transport Scenarios as part of travel demand assessment.

Chapter 4 envisages the integrated multi-modal public transport system, road network development proposals, NMT and recommends comprehensive mobility plan along with impact of the proposed measures on service level benchmarks.

Chapter 5 gives the implementation plan of the recommended projects along with phasing and broad cost estimates.

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

2. REVIEW OF CITY PROFILE

2.1. REVIEW OF EXISTING TRANSPORT SYSTEM

2.1.1. PUBLIC TRANSPORT

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

The public transport services are rather scattered and buses & mini buses are the only mass transport system in the Srinagar. At present private operators are operating the city bus services with fleet size of about 2500 buses. Private auto, Shared taxis/ Tata Sumo, Maxi Cab are supplement to these transportation services. With the growth of population, the number of commuters has increased in many folds. However, the transport system has been unable to cope up with increased demand.

The major modes of transport in Srinagar are 2-wheeler, car, Auto Rickshaw, Shared taxis/ Tata Sumo and Maxi Cab. This is the cause of acute traffic congestion and environmental pollution in the city. This indicates that there is a need for upgrading the public transport system.

2.1.2. REGISTERED MOTOR VEHICLES

The registered vehicles in Srinagar have increased significantly over the years. The numbers of vehicle registration per year have considerably risen from 0.17 Lakh in 2011 to 0.24 Lakh in 2018. This high density and rapid growth of vehicles have worsened the transport situation to a significant extent. The sharp increase of two- wheelers and cars could be attributed to the improved economic status of people and lack of city wide good public transport system. The increase of private modes demands more road space and has resulted in dense concentration of traffic on roads. The growth of registered vehicles from year 2011-2018 is presented in Table 2.1 and Figure 2.1.

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TABLE 2.1: REGISTERED VEHICLES IN SRINAGAR

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

1 Two Wheelers 6971 7177 9170 8132 10759 10390 15547 12547 2 Car/Jeep 8362 7514 6973 6931 9966 5846 8916 9548 Luxury Cabs /Tourist Cabs/Taxis meter 3 874 860 733 451 327 77 18 82 fitted Three-Wheeler 4 198 274 263 318 370 260 605 257 (Auto-rickshaws) Stn. Wagons/ Contract carriages/ Mini 5 18 18 17 12 14 6 20 12 Bus/ Ambulances 6 Stage carriages/School Buses 63 177 96 91 43 2 4 2 7 Buses (Articulated/Multi.) 11 48 30 83 60 29 57 41 8 LCV (Delivery Van 4W/3W) 596 604 729 597 652 448 690 659 9 Trucks/Lorries/Tanker 680 726 608 534 625 444 731 988 10 Tractor & Trailers 5 0 7 8 8 6 11 14 11 Others 112 108 80 87 132 115 86 135 Total 17890 17506 18706 17244 22956 17623 26685 24168

Source: Regional Transport Office, Srinagar

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FIGURE 2.1: GROWTH TRENDS OF REGISTERED VEHICLES

2.1.3. TRAFFIC SAFETY

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

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

An insight into the trends and type of accidents observed in the Srinagar indicates a total of 375 road accidents and 46 fatalities have taken place in Srinagar in year 2018. Table 2.2 and Figure 2.2 below shows the rise in number of accidents from 2011 - 2018 along-with the number of fatalities and series/ minor injuries occurred.

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TABLE 2.2: ROAD ACCIDENT STATISTICS IN SRINAGAR Year Details 2011 2012 2013 2014 2015 2016 2017 2018 Total No. of 489 511 471 374 435 324 363 375 Accidents Fatalities 75 64 59 58 63 51 59 46 Serious/Minor 510 539 476 394 462 325 345 383 Injuries Source: District Police Headquarters, Srinagar

FIGURE 2.2: TRENDS OF ROAD ACCIDENT STATISTICS IN SRINAGAR

2.1.4. TOURIST TRAFFIC Srinagar is the major centre of attraction for Indian as well as International tourists. Srinagar is one of several places that have been called the "Venice of the East". The prominent locations which attract these tourists are the various lakes around the city including Dal Lake – noted for its houseboats, Nigeen Lake, Wular Lake and Manasbal Lake; Mughal Gardens, Chashma Shahi (the royal fountains), Pari Mahal (the palace of the fairies), Nishat Bagh (the garden of spring), Shalimar Bagh, Naseem Bagh, Jawaharlal Nehru Memorial Botanical Garden and the Shankaracharya Temple. The nearby cities like Gulmarg, Pahalgam, Anantnag and Sonamarg also attract large number of tourists, which have the roots laid in Srinagar.

Tourism has played a pivotal role in the development of the state economy. Srinagar consists of a number of tourist spots which are bestowed by nature with

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beautiful landscape, physical features and salubrious climate. As a result, Kashmir, since time immemorial has been attracting tourists both domestic and foreign. Srinagar city, being located in the centre of the valley acts as major tourist destination and terminal point. The tourist flow, which was 13.1 lakh in 2011 decreased to 9.3 lakh in 2015. The role of tourism has also been well realised by the state government which declared tourism as an industry. However, during last 15 years of disturbance, tourism is the most affected industry in the Kashmir which affects the economy of the valley. Table 2.3 and Figure 2.3 shows number of domestic & foreign tourists visiting Srinagar & Kashmir valley in the years 2011 - 2016.

TABLE 2.3: TOURIST ARRIVALS IN VALLEY INCLUDING SRINAGAR (DOMESTIC/FOREIGN) (in lakh) Year 2011-12 2012-13 2013-14 2014-15 2015-16 Domestic 12.8 12.7 11.4 11.4 9 Foreign 0.3 0.4 0.3 0.3 0.3 Total 13.1 13.1 11.7 11.7 9.3 Growth in % - -0.2 -10.7 -0.4 -20.6 Source: Department of Tourism J&K

FIGURE 2.3: TOURISTS TRENDS IN SRINAGAR

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2.2. TRANSPORT DEMAND SURVEYS

2.2.1. COVERAGE

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

The Primary traffic & travel surveys and household survey were carried out as presented in Table 2.4.

TABLE 2.4: PRIMARY TRAFFIC SURVEYS

S.No. Survey Type Coverage 1 Road Network Inventory Along all arterial and major roads in the Study area for 2 Speed & Delay Surveys 716 km length Directional Classified Traffic Volume Counts and 3 Vehicle Occupancy Surveys a. Mid-Blocks 25 locations

b. Intersections 20 locations

c. Outer Cordons 10 Locations d. 4 e. Origin-Destination Survey at Outer Cordon Locationsf. 10 Locations h. Terminal Passenger (in + out counts) & OD Surveys i. g. 5 including Opinion and Willingness to Pay Survey j. k. Bus Terminals l. 4 Locations m. n. Rail Terminals o. 2 Locations p. q. Airport Terminal r. 1 Location t. Bus Stops/ Auto Stand/ IPT Surveys (Boarding + u. 40 Locations s. 6 Alighting + OD) including Opinion and Willingness to pay surveys Pedestrian Movement Counts at Intersections (along 20 locations 7 and across) 8 Parking Surveys 10 Locations 9 Household Interview Survey 7500 households * Primary surveys 2017-18

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2.2.2. ZONING AND NETWORK DEVELOPMENT

The Srinagar Master Plan 2035 area i.e. geographic area within jurisdiction of Srinagar Municipal Corporation (SMC), and that of Budgam, Ganderbal, Pampore, Khrew Urban Local Bodies (ULBs) and additional 160 villages as outgrowths in twelve tehsils of six districts is taken as Study area. The Study area comprises of about 758 Sq.km including the Srinagar Municipal Corporation area. Study area has been divided into 108 internal zones and 10 external traffic zones (Figure 2.4).

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

2.3. ANALYSIS OF EXISTING TRAFFIC/TRANSPORT CONDITIONS

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

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

FIGURE 2.5: TRAFFIC SITUATION AT IMPORTANT ROADS

Batamaloo Chowk HMT Junction

Pantha Chowk Qamarwari Road

Sanat Nagar Chowk Badami Bagh

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

2.4. TRAFFIC VOLUME COUNT

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

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

The daily and peak hour traffic counts both in terms of numbers of vehicles and Passenger Car Units (PCUs) are presented in Table 2.5. It is observed that the traffic at different locations varies from 1,942 Vehicles (1,564 PCU’s) along Habba Kadal Old Bridge to 57,917 Vehicles (56,362 PCU’s) at Ram Bagh Bridge throughout a normal working day.

The morning peak hour volume varies from 6,073 vehicles (5,841 PCUs) on Ram Bagh Bridge to 186 vehicles (170 PCUs) along Habba Kadal Old Bridge & evening peak hour volume varies from 6,256 vehicles (5,619 PCUs) on Zero Bridge to 164 vehicles (129 PCUs) along Habba Kadal Old Bridge.

It can also be observed that peak hour peak directional traffic at Screen Line/Mid- block locations generally varies from 50.3% at Aali Kadal Bridge to 68.5% at Habba Kadal Old Bridge. ii. Traffic Volume Counts at Intersections

The daily and peak hour traffic characteristics at 20 intersection locations is given in Table 2.6. The survey involved an interval of 15 minutes, direction wise classified traffic volume counts for each movement at the intersection-continuously for 16 hours (0600 hours to 2200 hours) on a typical working day.

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It can be seen that Radio Crosing handles the maximum daily traffic of about 1.04 lakh vehicles (1.01 lakh PCUs) followed by Fire Station Crossing with 0.83 lakh vehicles (0.83 lakh PCUs) while the least daily traffic is observed on Dal Lake with 0.27 lakh vehicles (0.26 lakh PCUs).

iii. Classified Traffic Volume Counts at Outer Cordon Locations

Total daily and peak hour traffic at 10 locations is presented in Table 2.7. It is observed that the traffic at different locations varies from 23,715 vehicles (33,454 PCUs) at Srinagar-Galander Road to 3,631 Vehicle (5,123 PCUs) at Srinagar – Ompara Railway Station Road (Near Chinar Colony) on a normal working day.

The morning peak hour volume varies from 2,060 vehicles (2,736 PCUs) to 341 vehicles (460 PCUs) & evening peak hour volume varies from 1,706 vehicles (2,457 PCUs) to 220 vehicles (410 PCU’s).

It can be observed that peak hour peak directional traffic at Outer Cordon generally varies from about 65.6% at Srinagar-Galander Road Road to 50.1% at Srinagar Gandherbal Road.

2.5. ROAD NETWORK INVENTORY

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

About 716 km of road network has been identified for road network inventory survey along all arterial and major roads in the Study Area. The survey has been conducted by travelling along the identified road network. The network inventory survey contains the record of right-of-way, carriage-way, footpath widths, median length of the sections and predominant land use along the link including encroachments, surface conditions, shoulder surfacing type and width; intersection type and details, on street parking. The data collected from the survey has been analysed to derive the road network characteristics in the Study Area.

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TABLE 2.5: INTENSITY AND DIRECTIONAL DISTRIBUTION OF TRAFFIC AT MID-BLOCK LOCATIONS

Total Traffic Morning Peak Evening Peak Directional Distribution % of % of % of % of Peak Off Peak S. No. Location of Mid-Block/ Screen Line Veh. PCU's Veh. Total PCU's Total Veh. Total PCU's Total Direction % Direction % Traffic Traffic Traffic Traffic (PCU’s) (PCU’s) SL_01 Lasjan Bridge (Near Pantha Chowk ) 11647 16454 1036 8.9 1515 9.2 904 7.8 1359 8.3 816 53.9 700 46.1 SL_02 Kanipura (Railway RUB) 13279 14295 1109 8.4 1151 8.1 1038 7.8 1098 7.7 633 55.0 519 45.0 SL_03 Rangret (RUB) 12036 12595 1040 8.6 1077 8.5 864 7.2 925 7.3 560 52.0 517 48.0 SL_04 Humhama Under Pass 22148 22959 2010 9.1 2162 9.4 1914 8.6 1971 8.6 1126 52.1 1036 47.9 SL_05 Mehjoor Nagar ( Bridge ) 10475 9575 737 7.0 688 7.2 865 8.3 785 8.2 443 56.5 342 43.5 SL_06 Ram Bagh Bridge 57917 56362 6073 10.5 5841 10.4 5226 9.0 5043 8.9 3040 52.1 2801 47.9 SL_07 Tengpora Bridge 19756 22969 1721 8.7 2002 8.7 1867 9.5 2138 9.3 1103 51.6 1036 48.4 SL_08 Bemina Bridge 17934 17841 1710 9.5 1740 9.8 1455 8.1 1500 8.4 930 53.5 810 46.5 SL_09 Qamrawari Bridge 20805 22172 1970 9.5 2009 9.1 1878 9.0 1999 9.0 1190 59.2 819 40.8 SL_10 Zero Bridge 61696 55925 5424 8.8 4779 8.5 6256 10.1 5619 10.0 3002 53.4 2617 46.6 SL_11 Amira Kadal Bridge 11675 12445 1133 9.7 1178 9.5 816 7.0 904 7.3 1178 100.0 0 0.0 SL_12 Badshah Bridge 39064 36418 3464 8.9 3334 9.2 3728 9.5 3361 9.2 1791 53.3 1570 46.7 SL_13 Habba Kadal Old Bridge 1942 1564 186 9.6 170 10.8 164 8.4 129 8.2 88 68.5 41 31.5 SL_13A Habba Kadal New Bridge 16309 14818 1538 9.4 1357 9.2 1610 9.9 1488 10.0 938 63.0 551 37.0 SL_14 New Fathe Kadal Bridge 17035 15866 1394 8.2 1351 8.5 1650 9.7 1557 9.8 805 51.7 755 48.3 SL_15 Zaina Kadal New Bridge 15478 13622 1296 8.4 1127 8.3 1251 8.1 1027 7.5 683 60.6 444 39.4

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Total Traffic Morning Peak Evening Peak Directional Distribution % of % of % of % of Peak Off Peak S. No. Location of Mid-Block/ Screen Line Veh. PCU's Veh. Total PCU's Total Veh. Total PCU's Total Direction % Direction % Traffic Traffic Traffic Traffic (PCU’s) (PCU’s) SL_15A Janna Kadal Old Bridge 8980 8423 978 10.9 931 11.0 616 6.9 577 6.9 528 56.7 403 43.3 SL_16 Aali Kadal Bridge 5160 4766 409 7.9 361 7.6 441 8.5 424 8.9 213 50.3 211 49.7 SL_17 Nawakadal Bridge 12738 11349 1278 10.0 1143 10.1 1028 8.1 919 8.1 669 58.5 474 41.5 SL_18 Safakadal Bridge 35174 32672 2381 6.8 2369 7.3 3588 10.2 3355 10.3 1806 53.8 1550 46.2 MB_01 Badami Bagh (Near Contonment) 12138 13404 1063 8.8 1175 8.8 990 8.2 1085 8.1 688 58.6 487 41.4 MB_02 Badu Bagh (Near_Masjid) 9241 9641 759 8.2 782 8.1 947 10.2 958 9.9 580 60.5 379 39.5 MB_03 Saidakadal 7881 7793 654 8.3 650 8.3 552 7.0 548 7.0 378 58.2 272 41.8 MB_04 Darga Road (Near NIT) 21090 20612 2196 10.4 2088 10.1 1790 8.5 1815 8.8 1099 52.6 989 47.4 MB_05 Gandhrbal Road (Near College) 15235 15106 1628 10.7 1621 10.7 1225 8.0 1186 7.9 822 50.7 799 49.3 MB_06 Lal Bazar (Near Botshah Mohalla) 14212 13466 1385 9.7 1275 9.5 1327 9.3 1300 9.7 674 51.8 627 48.2 MB_07 Wazar Bagh (Near L.D. Hospital) 16365 17015 1308 8.0 1445 8.5 1428 8.7 1443 8.5 778 53.8 668 46.2

Source: Primary survey

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TABLE 2.6: INTENSITY AND PEAK HOUR TRAFFIC AT INTERSECTIONS

Morning Peak Evening Peak S. Name of Intersection Total (Nos.) Total % of Total % of Total % of Total % of Total No. (Veh.) (PCU's) (Veh.) (PCU's) (PCU's) Traffic Traffic Traffic Traffic 40302 1 Pampore Bus Stand 29120 2328 8.0 3203 7.9 2350 8.1 3218 8.0 2 Pantha Chowk 39488 50627 3046 7.7 3865 7.6 3212 8.1 4186 8.3 3 Sanat Nagar Chowk 68855 81830 5961 8.7 6781 8.3 5465 7.9 6227 7.6 4 Bhagat Chowk 50362 50808 5512 10.9 5523 10.9 4338 8.6 4430 8.7 5 Radio Xing (Srinagar City) 104878 101061 8046 7.7 7864 7.8 9143 8.7 8910 8.8 6 Dal Gate Chowk 75118 74968 6252 8.3 6045 8.1 7005 9.3 7095 9.5 7 Gurdwara Chowk (Jawahar Nagar) 57624 55056 4499 7.8 4260 7.7 5024 8.7 4678 8.5 8 Nowgam Chowk 42699 49034 3427 8.0 3856 7.9 3492 8.2 3860 7.9 9 Fire Station Crossing 83177 83552 6557 7.9 6514 7.8 7334 8.8 7278 8.7 10 Karan Nagar Chowk 83290 78091 7235 8.7 6717 8.6 7146 8.6 6608 8.5 11 Bemina Xing 49895 50494 3973 8.0 4029 8.0 4521 9.1 4512 8.9 12 Qamarwari Chowk 43906 47295 4187 9.5 4445 9.4 3538 8.1 3852 8.1 13 Humhama Chowk 31174 31074 2704 8.7 2738 8.8 2515 8.1 2477 8.0 14 Parimpora Mandi Crossing 25063 32078 2087 8.3 2660 8.3 2208 8.8 3035 9.5 15 Shalting Chowk (HMT) 40846 51720 3282 8.0 4201 8.1 3368 8.2 4339 8.4 16 Sakidafar Chowk 58081 57001 4377 7.5 4261 7.5 5526 9.5 5020 8.8 17 Khanyar Chowk 33811 33249 2703 8.0 2764 8.3 2573 7.6 2540 7.6 18 Nowhatta Chowk 56496 51305 4375 7.7 3899 7.6 4999 8.8 4416 8.6 19 SKIMS Crossing 36502 38722 2796 7.7 2945 7.6 2963 8.1 3077 7.9 20 Dal Lake 26451 27862 2132 8.1 2248 8.1 2270 8.6 2391 8.6

Source: Primary Survey

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

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

1 Srinagar-Galander Road 23715 33454 2060 8.7 2736 8.2 1706 7.2 2457 7.3 1795 65.6 941 34.4

Srinagar-Kakpora Road 2 3951 6916 372 9.4 613 8.9 278 7.0 460 6.6 316 51.6 297 48.4 (Near Petrol Pump)

3 Srinagar - Pulwama Road 9552 13406 1022 10.7 1286 9.6 674 7.1 936 7.0 738 57.4 548 42.6

Srinagar-Chadora Road 4 7634 10057 655 8.6 797 7.9 592 7.8 757 7.5 432 54.2 366 45.8 (Near Wathura Village) Srinagar - Ompura Railway 5 Station Road (Near Chinar 3631 5123 341 9.4 460 9.0 297 8.2 482 9.4 244 50.7 238 49.3 Colony) Srinagar- Budgam Road 6 3134 5750 327 10.4 611 10.6 220 7.0 410 7.1 389 63.7 222 36.3 (Near Wadwan)

7 Srinagar-Baramula Road 10569 15354 779 7.4 1129 7.4 875 8.3 1225 8.0 741 60.5 484 39.5

8 Srinagar - Sumbal Road 9486 15106 713 7.5 1213 8.0 711 7.5 1178 7.8 675 55.6 539 44.4

9 Srinagar Gandherbal Road 10135 14666 751 7.4 1009 6.9 797 7.9 1050 7.2 526 50.1 524 49.9

10 Srinagar - Gulmarg Road 9108 13214 668 7.3 993 7.5 720 7.91 1037 7.8 592 57.1 446 42.9

Source: Primary survey

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i. Right of Way

The distribution of the road network as per right of way (RoW) is presented in Table 2.8. It can be observed that major portion of the road network, about 58.7% has less than 10m ROW, 27.0% has ROW between 10- 20m and merely 3.0% of the road has ROW more than 40m. TABLE 2.8: DISTRIBUTION OF ROAD NETWORK AS PER RIGHT OF WAY

S.No. Right of Way (m) Length (km) Percentage 1 < 10 420.4 58.7 2 10 – 20 193.5 27.0 3 20 – 30 70.9 9.9 4 30 – 40 10.4 1.5 5 >40 21.5 3.0 Total 716.7 100.0

Source: Primary survey

ii. Carriage Width The distribution of the road network as per carriageway width is presented in Table 2.9. It can be observed that about 51.5% of the road network has carriageway width less than 6m Intermediate lane, about 31.0% of 2 lane and only 12.7% of roads 4-lane and more. Only about 10.8% of the surveyed road network has median.

TABLE 2.9: DISTRIBUTION OF ROAD NETWORK AS PER CARRIAGE WAY WIDTH

S. No. Carriageway Width (M) Length (Km) Percentage (%) 1 Intermediate Lane (<6m) 369.4 51.5 2 2 Lane 222.3 31.0 3 3 Lane Undivided 32.6 4.5 4 3 Lane Divided 1.4 0.2 5 4 Lane Undivided 11.0 1.5 6 4 Lane Divided 23.8 3.3 7 6 Lane Undivided 3.9 0.5 8 6 Lane Divided 48.4 6.8 9 8 Lane Divided 3.9 0.5 Total 716.7 100.0

Source: Primary survey

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iii. Availability of Service Road

The distribution of road network as per availability of service roads is presented in Table 2.10. It is observed that merely 1.51% of the roads have service lane. The absence of service lanes affects capacity of road adversely.

TABLE 2.10: AVAILABILITY OF SERVICE ROAD S. No. Service Road Road Length (km) Percentage (%) 1 Present 10.9 1.5 One-side 1.0 0.1 Both-sides 9.9 1.4 2 Absent 705.9 98.5 Total 716.7 100.0

Source: Primary survey

iv. Availability of Footpath

It was observed from the field surveys that only about 14.8% of the surveyed road network has footpath available along the road, thus the majority length of road network is without footpath as presented in Table 2.11.

TABLE 2.11: AVAILABILITY OF FOOTPATH S. No. Footpath Road Length (km) Percentage (%) 1 Present 106.2 14.8 One-side 31.3 4.4 Both-sides 74.9 10.4 2 Absent 610.5 85.2 Total 716.7 100.0

Source: Primary survey

v. Abutting Landuse The distribution of the road network with respect to abutting land use is presented in Table 2.12. It is seen that the road network is abutted by residential land use upto an extent of about 52.4%, commercial about 20% and Institutional landuse about 23.4%.

TABLE 2.12: DISTRIBUTION OF ROAD NETWORK AS PER ABUTTING LANDUSE Left Right S. No. Type Road length (Km) % Road length (Km) % 1 Residencial 369.8 51.6 381.3 53.2 2 Commercial 136.0 19.0 150.2 21.0

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Left Right S. No. Type Road length (Km) % Road length (Km) % 3 Institutional 173.5 24.2 161.8 22.6 4 Industrial 26.0 3.6 11.3 1.6 5 Agricultural 10.5 1.5 10.4 1.5 6 Vacant 0.9 0.1 1.7 0.2 Total 716.7 100.0 716.7 100.0

Source: Primary survey

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

i. Journey speed The journey speed characteristics during peak and off peak period are presented in Table 2.13. It is observed that about 6.4% of the total road network has journey speed upto 10 kmph during peak hours. About 84.1% of surveyed network has journey speed between 10-20 kmph and only 0.4% of road network has journey speed more than 40 kmph. Average Journey Speed during peak and off-peak period for city as a whole is observed to be 12.9 kmph and 18.7 kmph respectively.

TABLE 2.13: DISTRIBUTION OF ROAD LENGTH BY PEAK HOUR JOURNEY SPEED S. No. Journey Speed (Kmph) Road Length (Km) Percentage (%) 1 <10 45.4 6.4 2 10-20 601.6 84.1 3 21-30 28.4 4.0 4 31-40 37.3 5.2 5 >40 2.7 0.4 Total 715.4 100.0 Source: Primary survey

ii. Running Speed

The running speed characteristics during peak and off peak period is given in Table 2.14. It can be observed that about 94% of the road network has running speed less than 30 kmph during peak hours. Average running speed for peak and off-peak period for city as a whole is found as 14.1 Kmph and 19.1 Kmph respectively.

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TABLE 2.14: DISTRIBUTION OF ROAD LENGTH BY PEAK HOUR RUNNING SPEED S. No. Running Speed (Kmph) Road Length (Km) Percentage (%) 1 ≤20 639.2 89.3 2 21-30 32.6 4.6 3 31-40 39.3 5.5 4 >40 4.4 0.6 Total 715.4 100.0 Source: Primary survey

iii. Delays The distribution of causes of delays & their duration during peak hours and off-peak hours is presented in Table 2.15. The analysis of causes of delays reveal that the delays are caused mostly by traffic congestion which account for about 79.4% in the peak hour and 27.0% in the off peak hour, while traffic signal with congestion account for about 12.7%. TABLE 2.15: DISTRIBUTION OF CAUSES AND DELAYS IN PEAK & OFF PEAK HOURS S. No CAUSES AND DELAYS PEAK HOUR OFF PEAK HOUR No. of Points % No. of Points % 1 Traffic Signals 10 7.9 2 1.6 2 Traffic Congestion 100 79.4 34 27.0 Traffic Signal + 3 16 12.7 1 0.8 Congestion Signal Total 126 100 37 100 Source: Primary survey

iv. Bus Passengers Characteristics

A total of 4 Bus terminals were selected to conduct in-out, Origin-Destination and willingness to pay surveys within Study area. It is observed from Table 2.16 that General Bus Stand Batmaloo Bus Terminal caters to the maximum number of passengers with 17,276 Boarding & 17,912 Alighting. The details collected during the course of the survey included the number of passengers boarding and alighting, OD including opinion and willingness to pay surveys. TABLE 2.16: DISTRIBUTION OF PASSENGERS AT BUS TERMINALS

Peak Peak S. Name of Bus Total Total Total Peak Peak Time Hour Hour No Terminal Boarding Alighting B+A Hour B+A Boarding Alighting Pampore Bus 1630 - 1 1870 1128 2998 247 126 373 Terminal 1730

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Peak Peak S. Name of Bus Total Total Total Peak Peak Time Hour Hour No Terminal Boarding Alighting B+A Hour B+A Boarding Alighting Pantha Chowk Bus 0930 - 2 3524 3777 7301 395 384 779 Terminal 1030 Badgam Bus 1630 - 3 7019 2394 9413 783 370 1153 Terminal 1730 General Bus Stand Batmaloo Bus 1530 - 4 17276 17912 35188 2010 1569 3579 Terminal (Shifted to 1630 Parimpora) Source: Primary survey

v. Rail Passengers Characteristics

A total of 2 Rail terminals were selected to conduct terminal survey spread over the entire study area. It is observed from Table 2.17 that Nowgam Railway station caters to the maximum number of passengers with 10,015 boarding & 12,491 alighting. The details collected during the course of the survey included the number of passengers boarding & alighting, origin – destination survey including opinion and willingness to pay surveys. TABLE 2.17: DISTRIBUTION OF PASSENGERS AT RAIL TERMINALS Peak Peak Peak S. Name of Railway Total Total Total Peak Hour Hour Hour No Station Boarding Alighting B+A Time Boarding Alighting B+A Nowgam (Srinagar) 0800 - 1 10015 12491 22506 1129 1895 3024 Railway Station 0900 Badgam (Ompara) 1645 - 2 2622 2274 4896 175 907 1082 Railway Station 1745 Source: Primary survey

2.6. MODAL SHARE

2.6.1. MODAL SHARE AND PCTR

The total daily trips, as derived from the household survey, in the Study area is 40.56 lakh. Distribution of daily trips by modes is presented in Table 2.18. About 79% of trips are vehicular trips while 21% are walk trips. However, the trips performed by 2 wheelers are about 4.3%. It is observed that Mini Bus is the major public transport mode catering to about 60% of total trips, whereas trips performed by cars are nearly 5%. About 32 Lakh motorized internal trips have been made in the Study Area by various modes. The per capita trip rate including walk is 1.8 and excluding walk is 1.5.

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TABLE 2.18: DISTRIBUTION OF DAILY PASSENGER TRIPS BY MODE Mode No. of Trips Percentage Car 186549 4.6 Taxi 1524 0.01 S. Taxi 153279 3.8 TW 173255 4.3 Vehicular Auto 63508 1.6 Trips Bus 16274 0.4 Mini Bus 2415776 59.6 S. Bus 161674 4.0 Cycle 18470 0.5 Train 1002 0.01 Walk Trips Walk 865036 21.3 Total Trips 4056347 100.0 PCTR Including Walk 1.8 Total Trip without walk 3191310 PCTR Excluding Walk 1.5 Source: Primary survey

2.6.2. TRAVEL CHARACTERISTICS

i. Trip Purpose Distribution of daily vehicular and walk trips is presented in Table 2.19. It is observed that about 32.6% vehicular and 25.7% walk trips have been performed daily for work and business purpose. Among the Education trips, 28.5% are vehicular and 52.6% are walk trips.

TABLE 2.19: DISTRIBUTION OF VEHICULAR & WALK TRIPS BY PURPOSE

Vehicle Trips Walk Trips Total Trips SN. Trip Purpose Trips % Trips % By Purpose 1 Work 4915 17.7 645 8.4 5560 2 Business 4123 14.9 1332 17.3 5455 3 Education 7914 28.5 4043 52.6 11957 4 Others 10784 38.9 1669 21.7 12453 Total Trips By Mode 27736 100.0 7689 100.0 35425 Source: Primary survey

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ii. Trip Length Average trip length of 5.5 km (including walk) and 6.51 km (excluding walk) is observed in the Study area. Figure 2.6 represent the detailed distribution of trips by the distance covered for each mode. It is observed that an average trip length of 2.0 km is being covered up by walk. Cars travel an average trip length of 7.5 km, two wheelers 6.0 km while Auto rickshaws and cycles covers average trip distance of 5.1 km and 2.4 km respectively. FIGURE 2.6: DISTRIBUTION OF AVERAGE TRIP LENGTH BY MODE

Source: Primary survey

iii. Travel Time Distribution of trips by travel time and mode is presented in Table 2.20. The analysis of trips by all modes reveals that maximum trips about i.e. 34.4% are made in 1-10 minutes and about 23.0% in 21-30 minutes.

TABLE 2.20: DISTRIBUTION OF PASSENGER TRIPS BY TRAVEL TIME

Travel Time (Minutes) Particulars 91- Total 1-10 11-20 21-30 31-45 46-60 61-75 76-90 >120 120 Number 1396729 875323 931518 596154 175696 54715 18943 4059 3209 4056347 of Trips Percentage 34.4 21.6 23.0 14.7 4.3 1.3 0.5 0.1 0.1 100.0 Source: Primary survey

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The mode wise analysis of trips by travel time shows that about 26.2% of bus trips take 31-45 minutes and 22.7% of the trips are of more than 1 hour duration. Among the car trips, about 39.6% trips are of less than 20 minutes duration, while this is nearly 52.2% for two-wheelers and 92.4% for cyclists.

About 56.3.% of auto trips are less than 20 minutes duration. Most of the train trips in train are observed to be long distance trips and almost 11.0% have travel time between 91 to 120 minutes 11.0%. Among the walk trips 98.0% consume less than 10 minutes and 2.0% in 10-20 minutes. Distribution of passenger trips by travel time and mode is presented in Table 2.21. TABLE 2.21: DISTRIBUTION OF PASSENGER TRIPS BY TRAVEL TIME & MODE

Travel Time (In Minutes) SN. Mode 1--10 11--20 21--30 31--45 46--60 61--75 76--90 91--120 >120 1 Car (%) 17.4 22.2 29.1 19.3 7.5 2.1 1.5 0.8 0.1 2 Taxi (%) 0.0 0.0 0.0 11.7 49.7 0.0 7.5 0.0 31.1 3 S. Taxi (%) 4.7 9.0 18.2 21.2 31.0 9.7 3.6 1.3 1.4 4 TW (%) 32.0 20.2 24.4 15.2 5.2 2.5 0.5 0.0 0.0 5 Auto (%) 31.9 24.4 26.9 16.3 0.4 0.0 0.0 0.0 0.0 6 Bus (%) 11.3 9.3 21.7 26.2 8.8 11.9 5.5 2.5 2.9 7 Mini Bus (%) 15.7 29.7 30.0 18.8 4.2 1.2 0.4 0.0 0.0 8 S. Bus (%) 25.5 17.3 38.0 19.3 0.0 0.0 0.0 0.0 0.0 9 Cycle (%) 63.0 29.4 7.6 0.0 0.0 0.0 0.0 0.0 0.0 10 Train (%) 0.0 0.0 0.0 40.7 36.8 0.0 11.6 11.0 0.0 11 Walk (%) 98.0 2.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Source: Primary survey

iv. Travel Cost The distribution of passenger trips (excluding walk and cycle) by travel cost in the Study area is presented in Table 2.22. It is seen that travel cost for about 73% of trips are between Rs 6 to Rs 15. About 8.3% of the trips have travel cost more than Rs 20. TABLE 2.22: DISTRIBUTION OF PASSENGER TRIPS BY TRAVEL COST (EXCLUDING WALK AND CYCLE)

Travel Cost (Rs.) Particulars Total 1-5 6-10 11-15 16-20 21-30 31-45 46-70 71-100 >100 Number of 279481 2155565 158301 314762 109091 63186 46410 29765 16280 3172840 Trips Percentage 8.8 67.9 5.0 9.9 3.4 2.0 1.5 0.9 0.5 100.0 Source: Primary survey

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The distribution of trips by travel cost and mode (excluding walk and cycle) is presented in Table 2.23. The mode-wise analysis of trips by travel cost reveals that amongst the bus trips about 43.9% trips cost upto Rs.10 and 39.6% more than Rs. 20. Amongst the mini bus trips, 89.2% trips are preformed upto Rs. 10, 10.2% in Rs. 11-20 range, and a total of about 0.5% trips for cost over Rs. 20. This indicates that mini buses contribute to considerable trip making as associated travel costs are much cheaper. Among Car trips, about 29.7% are 1-15 performed in Rs. 16-45 range and about 47.2% over Rs. 70 23.1%. Among two-wheeler trips 49.1% are performed in less than Rs.10, 37.8% from Rs.10-20 and a total of 13.1% trips for more than Rs. 20.

TABLE 2.23: DISTRIBUTION OF PASSENGER TRIPS BY MODE AND COST (EXCLUDING WALK AND CYCLE) Travel Cost (Rs.) SN. Mode 1--5 6--10 11--15 16--20 21--30 31--45 46--70 71--100 >100 Total 1 Car (%) 10.1 7.5 12.1 10.0 20.7 16.5 9.9 8.5 4.7 100.0 2 Taxi (%) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 100.0 100.0 3 S.Taxi (%) 0.0 26.0 11.9 30.4 22.9 3.0 4.0 1.2 0.6 100.0 4 2-Whlr (%) 23.1 26.0 28.5 9.3 4.9 5.7 1.9 0.6 0.0 100.0 5 Auto (%) 0.0 0.0 0.0 0.0 23.0 23.7 28.1 17.3 7.9 100.0 6 Bus (%) 0.0 43.9 27.1 12.5 11.5 2.5 2.5 0.0 0.0 100.0 7 Mini Bus (%) 9.1 80.1 1.3 8.9 0.4 0.1 0.0 0.0 0.0 100.0 8 Sch. Bus (%) 0.0 70.7 19.4 9.9 0.0 0.0 0.0 0.0 0.0 100.0 9 Train (%) 0.0 71.4 22.5 6.0 0.0 0.0 0.0 0.0 0.0 100.0

Source: Primary survey

2.7. PARKING SURVEYS

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

2.7.1. PARKING DEMAND The total parking demand at the surveyed locations is presented below in Table 2.24. The table indicates that parking demand is high at many locations and parking demand outstrips parking supply. Many locations have on street parking provisions which in turn reduces the effective carriageway width and affects the smooth movement of the traffic. The total parking demand over the day at the main parking stretches was observed to be about 6706 E.C.S. with maximum demand of 1043E.C.S. being observed

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at Location No.03 SBI Bank to Zero Taxi Stand.

TABLE 2.24: PARKING DEMAND Parking S. No Name Of Location Car 2-Wheeler Demand (ECS) 1 SBI Bank to Lal Chowk 956 217 1010 2 Lal chowk to Bridge 768 217 822 3 SBI Bank To Zero Taxi Stand 960 332 1043 4 Iqbal Park 456 180 501 5 Iqbal Park 425 123 456 6 ICICI Bank Lal Chowk 580 205 631 7 Nehru Park 274 112 302 8 Nehru Park 289 120 319 9 K.M.D. Parking 1283 223 1339 10 Taj Hotel to Central Telegraph Office 148 539 283 Source: Primary survey

2.7.2. PARKING ACCUMULATION The observed peak parking accumulation along the surveyed locations is presented in Table 2.25. The total peak parking accumulation at the surveyed locations was observed about 603E.C.S. with maximum concentration at SBI Bank to Lal Chowk (105 E.C.S.). TABLE 2.25: PEAK HOUR PARKING ACCUMULATION Parking Peak Accumulation Equivalent S.No Name Of Location Time Side Car Spaces Type Car 2-W Auto (ECS)

1 SBI Bank to Lal Chowk 1630-1700 Both 87 35 15 105 On Street 2 Lal chowk to Bridge 1330-1400 Both 95 30 15 54 On Street SBI Bank To Zero Taxi 3 1200-1230 79 Stand Both 96 50 14 On Street 4 Iqbal Park 1200-1230 Both 65 21 3 68 On Street 5 Iqbal Park 1400-1430 Both 85 20 1 44 Off Street 6 ICICI Bank Lal Chowk 1330-1400 Both 85 30 1 57 Off Street 7 Nehru Park 1100-1130 Both 45 16 6 26 On Street 8 Nehru Park 1230-1300 Both 30 14 1 28 Off Street 9 K.M.D. Parking 1230-1300 Both 130 30 3 67 Off Street Taj Hotel to Central 10 1130-1200 Both 85 35 8 76 On Street Telegraph Office TOTAL 803 281 67 603

Source: Primary survey

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2.7.3. PARKING DURATION Parking Duration is also a significant indicator for analyzing the temporal characteristics of parking in the Study Area. About 97.6% of cars are parked for short- term 2.2% for medium-term and only 0.2% for long-term. 2-wheeler parking of about 95.7%, 3.9% and 0.4% for short-term, medium-term and long-term duration respectively.

It is also observed that maximum number of car viz. 1,283 and maximum number of two-wheeler viz.223 are parked at K.D.M parking lot.

2.8. NON-MOTORIZED TRANSPORT SURVEYS

Among Non-motorized transport surveys, the pedestrian volume counts were carried at major junctions throughout the city. The survey was carried out continuously for a period of 12 hours (8 a.m. to 8 p.m.) for along and across movements. The daily and peak hour pedestrian flows at various survey locations are presented in Table 2.26. The maximum daily pedestrian volume in across and along direction is observed as 2,484 and 8,188 pedestrians at Pantha Chowk on approach road towards Zewan.

Similarly, maximum morning peak hour pedestrian across volume of 276 pedestrian is observed at Karan Nagar Chowk on approach road towards Fatehkadal and maximum morning peak hour pedestrian along volume of 874 pedestrian is observed at Pantha Chowk on approach towards Srinagar. Maximum evening peak hour pedestrian across volume of 266 pedestrians is observed at Pantha Chowk in the direction towards Zewan and evening peak hour pedestrian along volume of 914 pedestrians is also observed at Pantha Chowk in the direction towards Srinagar. TABLE 2.26: DAILY & PEAK HOUR TRAFFIC AT PEDESTRIAN SURVEY LOCATIONS

Daily Pedestrian Peak Hour Pedestrian Vol. S. Name of Vol. – both side Approach (Morning Peak) (Evening Peak) No. Location (12 hours) Across Along Across Along Across Along Awantipora 531 2421 51 249 48 363 Pampore Bus 1 Khrew 1279 2166 121 240 137 171 Stand Pantha Chowk 571 1477 54 121 53 167 Sri Nagar 1909 6501 150 874 227 914 Pantha 2 Sanat Nagar 958 1541 62 159 79 143 Chowk Zewan 2484 8188 194 815 266 737 Rangret 1174 2643 118 253 146 265 Sanat Nagar Pantha Chowk 1335 2462 99 249 141 270 3 Chowk Hyderpur 957 2813 107 247 127 227 Gulmarg 1403 2527 119 249 118 272 4 Bhagat Sanat Nagar 968 2424 111 259 125 283

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Daily Pedestrian Peak Hour Pedestrian Vol. S. Name of Vol. – both side Approach (Morning Peak) (Evening Peak) No. Location (12 hours) Across Along Across Along Across Along Chowk Ram Bagh 1301 2292 129 263 139 262 Hederpura 1154 2392 124 219 113 266 Pantha Chowk 662 1551 66 139 56 173 Radio Xing Dal Gate 917 2244 86 197 101 224 5 (Srinagar Lal Chowk 980 1981 74 236 116 206 City) Raj Bagh 636 2088 54 252 52 187 Sonawar 662 4762 234 590 194 646 Dal Gate 6 Dal Lake 917 7408 205 655 227 771 Chowk Lal Chowk 980 7408 97 274 122 295 Gurdwara Jawahar Nagar 524 2516 45 269 39 218 Chowk Raj Bagh 912 1468 106 111 105 222 7 (Jawahar L.D.Hospital 473 2535 35 220 42 265 Nagar) Bakshi Stadium 949 1215 109 117 77 114 Sanat Nagar 723 1774 49 178 119 135 Nowgam Kanipura 607 1908 79 171 45 176 8 Chowk Pantha Chowk 717 1199 114 144 65 108 Natipura 909 1954 69 242 119 232 Jahangir Chowk 753 1801 69 134 101 266 Fire Station 9 S.H.M.S. Hospital 678 1503 97 124 43 194 Crossing Batmalloo 773 2220 89 200 54 260 Jahangir Chowk 645 2103 65 142 68 269 Karan Nagar Fathekadal 1682 4377 276 511 177 360 10 Chowk Safakadal 2433 6385 255 737 215 644 Batmaloo 1160 4891 107 477 121 604 Batmaloo 887 2247 87 251 65 237 Navakadal 642 1865 56 175 53 170 11 Bemina Xing Quamarwadi Chowk 774 2543 47 238 104 262 Khumani Chowk 1151 2636 103 209 129 251 Hyderpura 853 1345 90 112 62 99 Lal Chowk (Bemina Khumani 745 2543 91 207 63 192 Xing) 12 Chowk By Parimpora 971 1373 107 139 108 133 Pass Khumani Xing 951 2576 110 226 84 273 (Bemina) Ompora 1222 1948 98 216 181 142 Humhama 13 Airport 531 1764 49 136 34 240 Chowk Hyderpora 761 2840 73 266 62 294 Bemina Chowk 548 1082 51 130 54 103 Parimpora Qamarwari Chowk 542 1729 46 164 75 158 14 Mandi Shalting Chowk Crossing 486 1374 56 135 57 140 (H.M.T.) HMT 1275 2076 98 208 149 185 Shalting 15 Parim Pura 833 2398 61 216 130 284 Chowk (HMT) Bandipura 1191 2504 83 252 156 211

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Daily Pedestrian Peak Hour Pedestrian Vol. S. Name of Vol. – both side Approach (Morning Peak) (Evening Peak) No. Location (12 hours) Across Along Across Along Across Along Baramulla 1123 2363 143 198 67 219 Qamarwari 973 2879 113 302 76 342 Sakidafar Karan Nagar 1062 2797 103 270 120 304 16 Chowk Nowhatta 864 2668 78 229 68 277 SKIMS 778 2199 97 178 63 313 Dal Gate 1072 3086 109 315 127 283 Khanyar 17 Rain Wari 1089 2774 97 267 117 278 Chowk Nowhatha 1040 3194 129 350 106 343 Jahangir Chowk 1277 4435 144 444 143 452 Nowhatta Khaniyar Chowk 1360 3976 123 419 158 413 18 Chowk Hazrat Bazar 1323 4044 104 424 145 413 Alamgir Bazar 1391 4374 160 350 132 436 Saidpora 1042 1707 90 151 106 112 SKIMS Nowhatta 1074 2188 113 229 101 192 19 Crossing Lal Bazar 1355 3073 155 243 115 376 Bazaz Bagh 732 3218 78 281 77 342 Hafiz Bagh 487 1096 45 82 54 105 20 Dal Lake Rainawari 442 910 32 95 41 108 Zakura 554 1034 61 132 76 81 Source: Primary survey

2.9. FUTURE LAND USE DEVELOPMENTS PLAN

The proposed land use distribution from Master Plan – 2021 to Master Plan 2035 shows major increase in the existing built up, residential and traffic & transportation, whereas for other activities there is very marginal increase. The total developed area is proposed to increase from 28357.3 Ha in 2021 to 31171 Ha in 2035. With regards to the land use of developed area and 2035, about 53.3% of area is categorized as residential in 2021 and about 64.88 in 2035. The proportion of commercial and industrial land use constitutes 2.1% and 3.4 % respectively in 2021. For traffic and transportation in 2021 is about 6.2 % and in 2035 increased to 15.63. A proposed landuse break up of Srinagar Master Plan 2021 & 2035 are given in Table 2.27 & Table 2.28.

TABLE 2.27: PROPOSED LANDUSE BREAKUP – SRINAGAR 2021

S.No. LANDUSE AREA (Ha) PERCENTAGE (%) 1 Residential 15112.3 53.3 2 Commercial 601.3 2.1 3 Industrial/ Manufacturing 959.8 3.4 4 Public and Semi Public 2158.4 7.6 5 Public and Semi Public 1601.9 5.6

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6 Administrative 556.5 2.0 7 Tourism 405.6 1.4 8 Traffic & Transportation 1753.5 6.2 9 Parks/ Playground/ Open Space 2853 10.1 10 Defence 2355 8.3 Total Developed (A) 28357.3 100 11 Agriculture & Allied 9687.5 62.8 Forest, Wildlife, Water bodies & 12 Wetlands 5657.1 36.7 13 Floating Gardens 71 0.5 Total Undeveloped (B) 15415.6 100 Grand Total (A+B) 43772.9 Source: Master Plan Srinagar 2035

TABLE 2.28: PROPOSED LANDUSE BREAKUP – SRINAGAR 2035 S.No. LANDUSE AREA (Ha) PERCENTAGE (%) 1 Residential 20225 64.88 2 Commercial 450 1.44 3 Industrial & Manufacturing 596 1.91 4 Public and Semi Public 2475 7.94 5 Traffic & Transportation 4873 15.63 6 Tourism 260 0.83 7 Leisure & Sports 1820 5.84 8 Defence 472 1.51 Total Developed (A) 31171 100

9 Ecology & Environment 12617 27.74 10 Ecological Reserve 7841 17.24 11 Agriculture & Allied 21015 46.21 12 Special Areas 4004 8.80

Total Undeveloped (B) 45477 100 Grand Total (A+B) 76648 Source: Master Plan Srinagar 2035

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FIGURE 2.7: PROPOSED LANDUSE DISTRIBUTION IN MASTER PLAN 2035 FOR SRINAGAR

Source: Srinagar Master Plan 2035

2.10. REVIEW OF ENERGY AND ENVIRONMENT

2.10.1. SHARE IN CONSUMPTION BY FUEL TYPE Energy demand in all sectors in India for New Policies scenario is summarized in Table 2.29.

TABLE 2.29: ENERGY DEMAND IN ALL SECTORS IN INDIA FOR NEW POLICIES SCENARIO Sector Year 2013 (mtoe)* Year 2040 (mtoe)* Oil 176 458 Natural gas 45 149 Coal 341 934 Nuclear 9 70 Renewables 204 297 Total 775 1908 mtoe: million ton oil equivalent; Source: Table 2.1, India Energy Outlook, 2015, International Energy Agency

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2.10.2. EMISSIONS IN BASE YEAR

Jammu and Kashmir Urban Sector Development Investment Program (JKUSDIP) under Environmental Monitoring Report for July 2016 - December 2016 at 2 locations at Achan and from January to December at 5 different locations in Srinagar were carried out Ambient Air Quality (AAQ) monitoring for PM2.5, PM10, SO2 and NOx. The air quality results are summarized in Table 2.30.

From the table it is clear that the concentration of different pollutants at different sites falls within the permissible limits except for the PM10 at Khanmoh followed by Lalchowk. The Khanmoh being the industrial area with cement factories could be the reason for the higher PM10 whereas the Lalchowk which is having higher vehicular load results in higher concentration of PM10.

TABLE 2.30: AMBIENT AIR QUALITY DATA Location Date PM10 PM2.5 SO2 NO2 (µg/m3) (µg/m3) (µg/m3) (µg/m3) Achan, Srinagar Site I 29/03/2012 91.81 - 7.01 8.12 26/12/2016 107.2 35.4 10.3 18.2 Site II 22/03/2012 66.05 - 6.07 5.67 27/12/2016 93.2 28.2 11.3 15.3 Lal Chawk Jan-Dec 105.75 - 13.49 18.54 Khanmoh Jan-Dec 161.02 - 19.77 17.17 Rainawari Jan-Dec 41.47 - 8.19 14.25 Nehru Park Jan-Dec 33.62 - 7.26 10.46 SMHS Jan-Dec 40.8 - 7.53 10.35 Souce: Environmental Monitoring Report, JKUSDIP & Preliminary Study on Air Quality of Srinagar, (J&K), Journal of Environmental Science Studies; Vol. 1, No. 1; July, 2018 TABLE 2.31: AMBIENT AIR QUALITY DATA PM2.5 PM10 µg/m3 SO2 µg/m3 NO2 µg/m3 S. Sampling µg/m3 Units (Jan-Dec) (Jan-Dec) (Jan-Dec) No Location (Jan-Dec) Min Max Min Max Min Max Min Max 3 1 Lal Chawk µg/m 98 111 - - 12.51 14.00 17.97 19.01 3 2 Khanmoh µg/m 115.10 181 - - 19.00 21.00 16.69 17.90 3 3 Rainawari µg/m 40 42.8 - - 7.09 9.06 12.00 15.80 3 4 Nehru Park µg/m 31 35.5 - - 6.17 8.00 9.97 11.00 3 5 SMHS µg/m 39.8 42.3 - - 6.00 8.92 9.92 11.10

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The above table depicts that all parameters are within the permissible limits of National Ambient Air Quality Standards. Minimum concentrations were observed in November-Decmber month and maximum concentrations were observed in January month.

2.10.3. FUEL SUPPLY TO JAMMU AND KASHMIR

Data on fuel supplied to Jammu and Kashmir State for last four financial years is given in Table 2.32 and graphically shown in Figure 2.8.

TABLE 2.32: FUEL SUPPLIED TO J&K Fuel Year (in ‘000’ tonnes) 2014-15 2015-16 2016-17 2017-18 Petrol 171 200 210 249 Diesel 563 635 585 685 Total 734 835 795 934 Source: http://petroleum.nic.in

FIGURE 2.8: GRAPH SHOWING FUEL SUPPLIED TO J&K

From the Figure, it can be seen that petrol consumption is in increasing trend from 2014-15 to 2017-18 but diesel consumption fall in the year 2015-16 and then increased again.

2.11. ANALYSIS AND INDICATORS

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

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2.11.1 Performance Benchmarks for Urban Transport

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

These parameters highlight the performance of urban transport in the City. Typically, four LOS viz. 1, 2, 3, and 4 have been specified, with 1 being highest LOS and 4 being lowest to measure each identified performance benchmark. Therefore, the goal is to attain the service level 1. 2.11.2 LOS of Public Transport Facilities

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

The city-wide LOS calculated for public transport systems during peak hours include rail, or organized bus based systems and does not include Intermediate Public Transport (IPTs) such as shared RTVs, auto-rickshaws, three-wheelers, tempos, shared taxi or other such vehicles providing point-to-point services. The analysis of public transport facilities in Srinagar has been done based on available primary and secondary data and is presented in Table 2.33.

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TABLE 2.33: TABLE ANALYSIS OF PUBLIC TRANSPORT FACILITIES IN SRINAGAR S.No. SLBs Parameters Status Category LOS 1 Presence of Total number of buses under the Un-organized Organized Public ownership of STU or SPV / Total public Transport number of buses in the city. transport <40 3 System in Urban (LOS 1=>60%, LOS 2=40 - 60%, LOS system present Area (%) 3=20-40%, LOS 4=<20%) in the city 2 Extent of Supply Number of public transport Availability of vehicles operating in the city Public Transport /1000 population. 2.5 >0.6 1 (LOS 1 = >0.6, LOS 2 = 0.4-0.6, LOS 3 = 0.2-0.4, LOS 4 = <0.2) 3 Service Coverage Total length of the public of Public transport corridor within the Transport in the urban limits / Area of the urban Un-organized 0.3-0.7 3 city limits. (LOS 1 = >1, LOS 2 = 0.7- 1.0, LOS 3 = 0.3-0.7, LOS 4 = <0.3) 4 Average waiting Average waiting time of passenger time for Public for each selected public transport Transport users route. 7 min 6-10 3 (mins) (LOS 1 <=4 mins, LOS 2=4-6 mins, LOS 3=6-10, mins LOS 4=>10 mins) 5 Level of Comfort Average load factor of all selected 70% in Public public transport route. (LOS 1 passengers are 2-2.5 3 Transport <=1.5, LOS 2= 1.5 – 2.0, discomfort in LOS 3= 2.0 – 2.5, LOS 4=<2.5) using PT 6 % of Fleet as per Total number of buses in the city / Urban Bus Total number of buses as per 100 % (Un-organised Specification urban bus specification 75-100% 1 (LOS 1 = 75-100%, LOS 2=50 - 74%, Bus route LOS 3= 25-49 %, LOS 4=<25%) rationalizaton) Overall LOS 14

As the city of Srinagar has un-organized public transport system, the same gets reflected in the Level of Service (LOS) calculated for each of the SLB. The overall calculated LOS of Public Transport facilities (LOS1 + LOS2 + LOS3 + LOS4 + LOS5 + LOS6) is 14. As per toolkit, the value of 16 of overall LOS for public transport facilities in Srinagar suggest that the City has un-orgainsed public transport system and it needs to be city wide planned in an organized manner.

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2.11.3 LOS of Pedestrian Infrastructure Facilities

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

These parameters cover the percentage of road length along the arterial and major road network or Public Transport corridors and at intersection that has adequate barrier free pedestrian facilities (Table 2.34). However, it is evident from various surveys that pedestrian infrastructure is very lack and most of the roads are encroched. TABLE 2.34: ANALYSIS OF PEDESTRIAN INFRASTRUCTURE FACILITIES IN SRINAGAR S.No. SLBs Parameters Status Category LOS 1 Signalized Number of signalized Few junctions are 50-75 3 intersection intersections having more than signalized but delay (%) average waiting time of 45 most of the time seconds for pedestrians (LOS1 are not working. <25%; LOS2=25-50%, LOS3=50- 75%, LOS4>=75%) 2 Street Frequency distribution of all the Street lighting are 60 3 Lighting LUX levels observed available on (Lux) (LOS1 <25%, LOS2=25%-50%, limited road LOS3=50%-75%, LOS4>75%) network of about 60%. 3 % of City Total length of footpath having About 14.8% of <25 4 Covered minimum width of 1.2m width or road length has more / Total length of road footpath network (LOS1=>75%; LOS2=50 - 75%, LOS3=25- 50%, LOS4<25%) Overall LOS 10

There is no pedestrian phasing in the signals and about 85% of the road network does not have any footpath due to which the calculated LOS is lowest for these parameters. Street lighting is available on 60% of the network and the same is reflected in the LOS. The calculated overall level of Service (LOS) of Pedestrian infrastructure facilities (LOS1 + LOS2 + LOS3) is in the least range which is denoted by a value ranging between 11 - 12 indicating that the city lacks adequate pedestrian facilities. Due to negligible pedestrian infrastructure in the city, pedestrians are forced to use carriageway resulting in pedestrian - vehicle conflicts. 2.12.1 LOS of Non Motorized Transport Facilities

The SLB parameters for NMT (Table 2.35) facilities include: % of network covered

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

These parameters indicate the percentage of dedicated cycle track / lane along the arterial & sub arterial road network or public transport corridors with a minimum of 2.5 m width. The service level is characterized by continuous length of NMT lanes, encroachment on NMT lanes, and parking facilities. TABLE 2.35: ANALYSIS OF NON MOTORIZED TRANSPORT FACILITIES IN SRINAGAR S.No. SLBs Parameters Status Category LOS 1 % of network Total length of NMV network / total <15 4 covered length of road network (LOS1 = >50%, LOS2= 50-25%, LOS3 = 25- 15% LOS4=<15%) 2 Encroachment Total road length with Parking on >30 4 on NMT roads Cycle Track / total length of NMT NMT lanes by Vehicle network (LOS1<=10%; LOS2=10 - are absent on Parking (%) 20%, LOS3=20 - 30%, LOS4=>30%) the surveyed 3 NMT Parking Total number of interchanges road network <25 4 facilities at having NMT parking / Total no. of Interchanges Interchanges i.e. major bus stops, (%) terminals and railway stations (LOS1=>75%, LOS2= 50 - 75%, LOS3= 25- 50%, LOS4=<25%) Overall LOS 12

The level of Service (LOS) calculated for non motorized transport facilities (LOS1 + LOS2 + LOS3) is 12. This indicates that the City lacks NMT facilities. 2.12.2 LOS OF LEVEL of Usage of Intelligent Transport System (ITS)

ITS refers to efforts to add information and communications technology to transport infrastructure and vehicles to manage factors that typically are at odds with each other, such as vehicles, loads, and routes to improve safety and reduce vehicle wear, transportation times and fuel consumption GPS/GPRS systems are required so as to cover all the public transport and intermediate public transport vehicles on the "National public transport helpline" besides the use for operational efficiencies. The parameters identified to assess the level of service for level of usage of ITS (Table 2.36) are: Availability of Traffic Surveillance (%) Passenger Information System (PIS) (in %) Global Positioning System (GPS)/ General Packet Radio Service (GPRS) (%) Signal Synchronization (%) Integrated Ticketing System (%)

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TABLE 2.36: ANALYSIS OF LEVEL OF USAGE OF INTELLIGENT TRANSPORT SYSTEM (ITS) FACILITIES IN SRINAGAR S.No. SLBs Parameters Status Category LOS 1 Availability of CCTVs installed / total no. of bus Junctions are <25 4 Traffic stops, terminals, MRTS stations signalized but Surveillance and signalized intersections not functioning (%) (LOS1=>75%, LOS2= 50 - 75%, properly , LOS3= 25- 50%, LOS4=<25%) lacking 2 Passenger PIS installed / no. of bus stops, synchronization, <25 4 Information terminals, MRTS stations PIS & GPRS System (PIS) (in (LOS1=>75%, LOS2= 50 - 75%, system %) LOS2= 25- 50%, LOS4=<25%) 3 Global Public Transport Vehicles and IPT <25 4 Positioning with onboard GPS or GPRS System (GPS)/ connected to common control General Packet center / total no. of Public Radio Service Transport Vehicles and IPT (GPRS) (%) (LOS1=>75%, LOS2= 50 - 75%, LOS3= 25- 50%, LOS4=<25%) 4 Signal No. of synchronized signals / no. <25 4 Synchronization of signalized intersections in the (%) city (LOS1=>75%, LOS2= 50 - 75%, LOS3= 25- 50%, LOS4=<25%) 5 Integrated public transport modes and Un organized PT <25 4 Ticketing operators for each route in the system System (%) city which are integrated / total available in the number of public transport city modes and operators for each route in the city (LOS1=>75%, LOS2=50 - 75%, LOS3=25- 50%, LOS4=<25%) Overall LOS 20

The city lacks basic traffic management controls, most of the intersections are unsignalised and some of intersections have traffic signals installed but most of the time are not in working condition. The level of Service (LOS) calculated for level of usage of intelligent transport system (LOS1 + LOS2 + LOS3 + LOS4 + LOS5) is 20 indicating that the city lacks basic infrastructure as installation of traffic signals at junctions and is yet to witness any kind of ITS intervention.

2.12.3 LOS for Travel Speeds Along Major Corridors This level of service provides an indication of effective travel time or speed of Public / private vehicles by taking into account indications of congestion or traffic density. This

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level of service is along corridors, and not indicative of overall level of service from origin to destination (Table 2.37). The parameters identified to assess the level of service include: Average Travel speed of Personal vehicles (KMPH) Average Travel speed of Public Transport (KMPH) LOS is defined in terms of average travel speed of all vehicles on the key corridors. It is strongly influenced by the number of vehicles along the corridor, number of signals per kilometer and the average intersection delay. TABLE 2.37: ANALYSIS OF TRAVEL SPEED (MOTORIZED AND MASS TRANSIT) ALONG MAJOR CORRIDORS IN SRINAGAR S.No. SLBs Parameters Status Category LOS 1 Average Travel Average speed along selected Avg Journey 14 4 speed of corridors, observed during peak speed during Personal vehicles hours on working day (LOS1=>30; peak is 14 (KMPH) LOS4=15) kmph 2 Average Travel Average speed of PT along Un organized <20 3 speed of Public selected public transport PT system Transport corridors, observed during peak available in (KMPH) hours on working day (LOS1=>20; the city LOS4=<10) Overall LOS 7

There is un organized PT system in the city. Also, speed of shared auto/jeeps could not be considered as the capacity of these modes is very low as compared to a bus system or any other form of organized PT system. As such, the calculated level of Service (LOS) of travel speed (motorized and mass transit) along major corridors (LOS1 + LOS2) has been calculated to be lowest. The overall LOS of travel speed obtained is 7. From the overall LOS it can be concluded that significant delays are experienced due to high number of uncontrolled junctions in the city. Key corridors run at low speeds due to traffic congestion, high level of encroachments and haphazard on street parking. 2.12.4 LOS of Availability of Parking Spaces

Parameters (Table 2.38) to calculate LOS for this SLB include:

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

It indicates the restriction on free parking spaces for all vehicles in a city. In the CBD of the city, the land is generally available at a premium, which makes it difficult to provide for organized parking spaces in these areas. One of the management measures for reducing parking demand in the CBD is high parking charges, which discourages the use of private vehicles.

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TABLE 2.38: ANALYSIS OF AVAILABILITY OF PARKING SPACES IN SRINAGAR S.No. SLBs Parameters Status Category LOS 1 Availability of on Available on street PAID parking 35% 25-50 3 street paid public spaces / Available on street Parking parking spaces Spaces (LOS1=>75%, LOS2= 50 - (%) 75%, LOS3= 25- 50%, LOS4=<25%) 2 Ratio of Maximum parking fee being charged Rs. 20 / 2 2 Maximum and / Minimum parking fee being Rs. 10 Minimum Parking charged (LOS1=>4, LOS2=2 - 4, Fee in the City LOS3= 1 - 2, LOS4<1) Overall LOS 5

The calculated level of Service (LOS) of Availability of Parking Spaces (LOS1 + LOS2) obtained is 5. From the overall LOS it can be concluded that the city lacks parking. 2.12.5 LOS of Road Safety With increasing road traffic, many cities are witnessing rising level of accidents, leading to rising levels of injuries and fatalities. Level of fatality is an indication of road safety. Road design and available road infrastructure, traffic management and other such reasons significantly contribute to road safety. Therefore, fatality rate needs to be monitored. The benchmark for the same is zero, as ideally fatalities and injuries out of accidents should be brought down to nil. The parameters (Table 2.39) included to calculate LOS for this SLB are: Fatality rate per lakh population Fatality rate for pedestrian and NMT (%) Within the number of accidents, the vulnerable road users are pedestrians and persons with non-motorized vehicles. It is therefore, critical to monitor the extent to which such road users are impacted within the overall set of road users. The benchmark value for the same is also zero. TABLE 2.39: ANALYSIS OF ROAD SAFETY IN SRINAGAR S.No. SLBs Parameters Status Category LOS 1 Fatality rate per lakh LOS1<=2 persons, LOS2= 2 46 (Fatalities) / population – 4 persons, LOS3= 4 – 6 2-6 2 15 (Lakh) = 3 persons LOS4>6 persons 2 Fatality rate for Lack of NMT and LOS1<=20%, LOS2= 20 - 40, pedestrian & NMT pedestrian >60 4 LOS3= 40 - 60, LOS4>60% infrastructure Overall LOS 6

The calculated level of Service (LOS) of Road Safety = (LOS1 + LOS2). The overall LOS of road safety obtained is 6. From the overall LOS it can be concluded that Level of

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Fatality rate in a city is moderate. Fatality rate can be contributed to lack of traffic management, especially at intersections, lack of organized public transport system and lack of enforcement. 2.12.6 LOS of Pollution Levels This indicates the Level of air Pollutants in the city i.e. average level of pollution in urban areas. The indicator to calculate the pollution levels is Annual Mean Concentration Range (µg/m3). Parameters (Table 2.40) to assess the LOS for this SLB are:

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

TABLE 2.40: ANALYSIS OF POLLUTION LEVELS IN SRINAGAR S.No. SLBs Status Category LOS 1 SO2; LOS1=0-40, LOS2= 40-80, LOS3= 80-120, 50 40-80 2 LOS4>120 2 Oxides of Nitrogen; LOS1=0-40, LOS2= 40-80, 40 0-40 1 LOS3= 80-120, LOS4>120 3 RSPM (Size less than 10 microns); LOS1=0-40, 60 40-80 2 LOS2= 40-80, LOS3= 80-120, LOS4>120 Overall LOS 5

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

concluded that SO2 and NOX are observed to be within the permissible limits. However, RSPM levels are found to be moderate which can be due to varied reasons including industrial activities, transport pollution, weather and construction activities etc. One of the reasons for moderate/high RSPM is also the issue of poor road maintenance and unpaved shoulders. As such, it is recommended that utilization of complete RoW should be attempted by constructing footpath and widening of Carriageways (wherever applicable) which would increase the road capacities and decrease the pedestrian vehicle conflict. Thus, improve the emission standard and decrease the pollution level. 2.12.7 LOS of Integrated Land Use Transport System

It Indicates the effectiveness of land use-transport arrangements and Identify the level of integrated land use transport system expected to result in overall trip reduction and mode shift in favor of public transit. The parameters (Table 2.41) are: Population Density - Gross (Persons/Developed Area in hectare) Mixed Landuse on Major Transit Corridors/Network (% non residential area)

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Intensity of Development city wide - (Floor Space Index - Master Plan/DP) Intensity of development along transit corridor- Ratio of FSI on Transit corridor to city FSI (provision as per Master Plan / Development Plan/ Any other policy) Clear pattern and Complete network Area under roads (%) Proportion of network having exclusive ROW for Transit

TABLE 2.41: ANALYSIS OF INTEGRATED LAND USE TRANSPORT SYSTEM IN SRINAGAR S.No. SLBs Parameters Status Category LOS 1 Population Density – Gross LOS1>=175, LOS2=150 – 175, 29 <125 4 (Persons/ Developed area LOS3=125 – 150, LOS4<125 in hectare) 2 Mixed Land-use on Major LOS1>=30, LOS2= , LOS2=15 - 30, 40% >=30 1 Transit Corridors / Network LOS3= 5 – 15, LOS4<5 (% area under Non residential use) 3 Intensity of Development – LOS1>=2, LOS2= 1.5 – 2.0, LOS3= 2.0 1.5-2.0 2 City wide (FSI) 1.0 – 1.5, LOS4<1 4 Intensity of development LOS1>=2, LOS2= 1.5 – 2.0, LOS3= 3.0 >=2 1 along transit corridor (FSI 1.0 – 1.5, LOS4<1 transit corridor/ FSI) 5 Clear Pattern and LOS1 = Clear pattern (ring-radial Some what un 3 Completeness of the or grid-iron) and complete clear pattern (ring network network , LOS2= Somewhat clear radial) but pattern (ring radial or grid iron) incomplete but somewhat in complete network network, LOS3= Somewhat un clear pattern and in complete network , LOS4 = No clear pattern incomplete / sparse network 6 % of area under Roads LOS1>=15 , LOS2= 12 – 15, LOS3= 4% <10 4 10 – 12, LOS4<10 7 %age network having LOS1>=30, LOS2= 20-30, LOS3= 3% <10 4 exclusive ROW for Transit 10-20, LOS4<10 network Overall LOS 19

The calculated level of Service (LOS) of integrated land use transport system = (LOS1 + LOS2 + LOS3 + LOS4 + LOS5 + LOS6 + LOS7). As per the SLB of MoHUA, the overall LOS of 19 suggests that there is lack of organized public transport system in the city and faint coherence between city structure & public transport system.

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2.12.8 LOS of Financial Sustainability of Public Transport

As discussed earlier, the city lacks an organized public transport system. The parameters (Table 2.42) are: Extent of Non-Fare Revenue (%): All city transit system operators to achieve a minimum of 20% and above share. Staff /bus ratio: To keep at a level as defined in LOS 2 or above. Operating Ratio: To take the operating ratio to at least 1.

TABLE 2.42: ANALYSIS OF FINANCIAL SUSTAINABILITY OF PUBLIC TRANSPORT BY BUS IN SRINAGAR SNo SLBs Parameters Status Category LOS 1 Extent of Non fare LOS 1>40, LOS2= 40 – Lack of organized <10 4 Revenue (%) 20, LOS3= 20 – 10, PT system exists in LOS<=10 the City. 2 Staff /bus ratio LOS 1<=5.5, LOS2= 5.5 – >10 4 8, LOS3= 8 – 10, LOS>10 3 Operating Ratio LOS 1<0.7, LOS2=20-30, >1.5 4 LOS3= 10-20, LOS>=1.5 Overall LOS 12

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

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

3. TRANSPORT DEMAND ASSESSMENT

3.1. DEVELOPMENT OF BUSINESS AS USUAL SCENARIO

3.1.1. COVERAGE Travel demand assessment in urban environment is a complex exercise involving a large number of parameters and warrants the development of a transport model at the City level. The transportation modeling process consists of development of formulae (or models), enabling forecast of travel demand, and development of alternative strategies for handling this demand. It is not just one model, but a series of inter- linked and inter-related models of varying levels of complexity, dealing with different facets of travel demand. Through these models, the transportation study process as a whole is checked and calibrated before it is used for future travel predictions. CUBE software developed by Citilabs for the modelling exercise. The software can address the impact of new landuse developments as envisaged by master plan control policies. Cube is fully capable of modeling typical mixed traffic flow conditions such as private transport (car, 2 wheeler and auto rickshaw) and public transport (bus and mass transit system). Transport demand is a function of landuse and the growth of demand in various years vary depending upon the interrelationship of various landuse and traffic intensity in future years. Some of the major inputs to an urban transport demand model are: Delineation of study area into smaller traffic zones Population (existing and proposed at traffic zone level) Employment (existing and proposed at traffic zone level) Transport network and system (along with their respective carrying capacity and speed of each type of network/system) Speed and frequency of operation of the proposed System. Intermodal integration facilities available and time required for passengers to interchange from one mode to another. This will also include the walking time required to access a particular System. Detailed traffic, travel surveys and household surveys data (conducted in 2017) has been used for updation of the travel demand model for the present assignment and established the existing transport demand in the study area. Standard 4 stage Urban Transport Planning System modeling process has been adopted that consists of:

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Trip Generation and Attraction Sub Models Trip Distribution Sub Model Modal Split Sub Models Assignment Sub Models The sequence of activities involved is depicted in Figure 3.1. Updated base maps for identified locations, areas, junctions and intersections collected from the respective agencies as a part of secondary data collection exercise helped in development of base year transport network of the Study Area. The base map contains all the secondary data such as zone boundaries, ward boundaries and road/rail network details. A traffic zone system has been developed for the Study Area based on existing ward boundaries and natural physical barriers. The traffic zone system gives due consideration to zone system adopted by previous studies and road and public transportation network distribution. It is sufficiently detailed to capture inter zonal trips. Considering the ease of getting required zonal information, administrative wards were considered as zones within the Study area. A total of 118 zones called traffic analysis zones have been identified and it is divided into 108 internal zones, inside the Study area, and 10 external zones for the Study. Zone connectors are included in the model to allow the trip matrices to be assigned to the Road network. All zones were provided with at least one zone connector. The location and definition of connector is intended to assimilate, as far as possible, the actual connectivity of trip generation centers to the Road network. The zoning system and the coded road network of the Study area is presented in previous chapter (Figure 2.2.). 3.1.2. SOCIO-ECONOMIC PROJECTIONS i. Landuse Transitions

Estimation of planning parameters is one of the important aspects of traffic demand modelling exercise. Planning parameters include population and employment of the Study area. The Landuse transitions have been taken into account while projecting the future years' population and employment. The Srinagar Master Plan-2035 has been taken as base for this exercise. The estimation is done for both base year and horizon years 2024, 2034 and 2044. Base year parameters have been derived based on Census 2011, Master Plan 2035 and data collected from Srinagar Municipal Corporation.

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FIGURE 3.1 FOUR STAGE TRAVEL DEMAND MODEL

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

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

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

Private PT Distribution Model Distribution Model

Vehicles Occupancy Model

Daily Vehicle Bus Metro/LRT Special Generators Matrices Passengers Passengers

Peak Period Bus Vehicles Model

Highway PT Assignment Model Assignment Model

Congestion Analysis Operational Analysis Policy/Project Evaluation

Policy & Models Outputs Inputs

ii. Demographic Projection

The population of surrounding towns of Srinagar is also expected to grow rapidly due to its close proximity to Srinagar. This will result in higher traffic interaction between the city and these towns. Population forecast based on the growth trends taken

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separately for Core, Middle, Outer and special areas collectively forming the study area in addition to existing growth pattern from Census Data. The Study area population in 2017 was about 21.9 and 2019 is estimated as 22.9 Lakh. The estimated population in the study area for the horizon years 2024, 2034 and 2044 is presented in Table 3.1.

TABLE 3.1 FORECASTED POPULATION OF STUDY AREA FOR BASE AND HORIZON YEARS Year Population (lakh) 2017* 21.9 2019* 22.9 2024* 25.4 2034# 31.8 2044# 37.7 Source: *Estimation based on Census, 2011 & Srinagar Master Plan, 2035 #RITES estimates The distribution of population in horizon years amongst various traffic zones is based on land use and population density for core, middle and outer areas as derived from Master Plan for Srinagar- 2035. The traffic zone wise distribution of population for the base and horizon years is presented in Table 3.2. TABLE 3.2 EXISTING & HORIZON YEARS POPULATION BY TRAFFIC ZONES Zone No. 2017 2019 2024 2034 2044 1 41600 43361 48097 60235 71515 2 31269 32593 36153 45276 53755 3 27166 28316 31408 39334 46701 4 18656 19446 21569 27012 32071 5 18940 19742 21898 27424 32561 6 24898 25952 28787 36051 42803 7 3939 4106 4555 5704 6772 8 38292 39913 44273 55445 65828 9 24343 25373 28144 35247 41848 10 35080 36565 40559 50794 60307 11 44223 46095 51129 64032 76023 12 23519 24515 27192 34054 40432 13 18542 19327 21438 26848 31875 14 26080 27184 30153 37762 44834 15 28752 29969 33243 41631 49427 16 15507 16164 17929 22454 26658 17 21082 21974 24374 30526 36242 18 17265 17996 19961 24998 29680

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Zone No. 2017 2019 2024 2034 2044 19 27727 28901 32058 40147 47666 20 32891 34283 38028 47625 56543 21 24050 25068 27806 34824 41345 22 39948 41639 46187 57842 68675 23 17961 18721 20766 26006 30877 24 20189 21044 23343 29233 34708 25 27894 29075 32250 40388 47952 26 26715 27846 30887 38681 45925 27 24467 25503 28288 35427 42061 28 20667 21542 23894 29925 35529 29 17182 17909 19865 24878 29537 30 22759 23723 26314 32954 39125 31 25939 27037 29991 37559 44593 32 32204 33567 37234 46630 55362 33 28369 29570 32799 41076 48769 34 29131 30364 33680 42181 50079 35 29031 30260 33566 42036 49908 36 28247 29443 32659 40900 48560 37 31412 32742 36318 45483 54001 38 39915 41605 46148 57794 68618 39 17696 18445 20460 25624 30422 40 34020 35460 39334 49259 58484 41 21851 22776 25264 31639 37564 42 28065 29253 32448 40636 48246 43 16479 17177 19053 23861 28329 44 29941 31209 34617 43353 51472 45 35543 37048 41094 51464 61101 46 25308 26380 29261 36645 43508 47 22789 23754 26348 32997 39176 48 20599 21471 23817 29827 35413 49 25657 26743 29665 37150 44107 50 34264 35714 39615 49613 58904 51 40157 41857 46429 58145 69035 52 20840 21722 24094 30174 35825 53 35515 37018 41061 51423 61053 54 44956 46859 51977 65094 77283 55 20182 21036 23334 29222 34695 56 27978 29162 32347 40510 48097 57 28171 29364 32571 40790 48429

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Zone No. 2017 2019 2024 2034 2044 58 22888 23857 26463 33141 39347 59 31512 32846 36434 45628 54172 60 36567 38115 42278 52947 62863 61 30162 31439 34873 43672 51852 62 39399 41067 45552 57046 67731 63 33286 34695 38485 48196 57222 64 21849 22774 25261 31636 37560 65 38165 39781 44126 55260 65609 66 30158 31435 34869 43667 51845 67 28120 29310 32511 40715 48340 68 23750 24756 27460 34389 40830 69 7008 7305 8102 10147 12047 70 3409 3553 3941 4936 5860 71 3775 3935 4365 5466 6490 72 5350 5576 6185 7746 9197 73 5269 5492 6092 7630 9059 74 3635 3789 4202 5262 6249 75 3759 3918 4346 5443 6462 76 1655 1725 1913 2396 2845 77 2061 2148 2383 2984 3544 78 1476 1538 1706 2137 2537 79 836 872 967 1210 1437 80 1371 1429 1585 1985 2357 81 1350 1407 1561 1955 2321 82 1636 1705 1891 2369 2812 83 4528 4720 5235 6556 7785 84 2578 2687 2981 3732 4432 85 1209 1260 1399 1751 2079 86 661 689 764 957 1136 87 1230 1282 1422 1781 2116 88 1355 1412 1566 1962 2329 89 1941 2023 2244 2810 3336 90 6481 6755 7493 9384 11141 91 2197 2290 2540 3181 3777 92 7358 7670 8508 10654 12650 93 18005 18767 20817 26070 30952 94 9475 9876 10955 13719 16288 95 7278 7586 8415 10538 12511 96 3509 3658 4057 5080 6032

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Zone No. 2017 2019 2024 2034 2044 97 8075 8417 9336 11693 13882 98 21245 22144 24563 30762 36522 99 6814 7103 7879 9867 11714 100 18719 19512 21643 27105 32181 101 15609 16270 18047 22600 26833 102 22912 23882 26491 33176 39389 103 12737 13276 14726 18443 21897 104 31661 33001 36606 45844 54429 105 3791 3951 4383 5489 6517 106 21524 22435 24886 31165 37002 107 21954 22883 25383 31788 37741 108 27015 28159 31235 39117 46442 Total 2194169 2287059 2536857 3177029 3772009

iii. Employment Projection

WFPR as observed in the base year 2017 is 33%. The employment for year 2011 has been worked out from the census data figures and has been extrapolated to obtain employment figures of year 2019. Keeping in view the economic profile of the study area, development prospects and transport intervention policies, WFPR has been assumed from Srinagar Master Plan- 2035 for the Horizon years 2024, 2034 and 2044 respectively. Thus, it has been estimated that 14.4 lakh workers would comprise the workforce in the Study area by 2044. Table 3.3 shows the growth trend in employment in the study area.

TABLE 3.3 WORK FORCE PARTICIPATION IN STUDY AREA FOR BASE AND HORIZON YEARS Year Employment ( Lakh) WFPR (%) 2017 7.5 33 2019 7.7 33 2024 8.4 33 2034 10.8 34 2044 14.4 38 Source: Estimation based on Census, 2011 & Srinagar Master Plan, 2035

The distribution of employment in traffic zones has been done on the basis of landuse given in Srinagar Master Plan year 2035. The distribution of employment in traffic zones for the base and horizon years is presented in Table 3.4.

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TABLE 3.4 EXISTING & HORIZON YEARS EMPLOYMENT BY TRAFFIC ZONES Zone No. 2017 2019 2024 2034 2044 1 10430 11097 12958 18097 27310 2 13218 13793 15342 19358 25790 3 32882 33320 34441 37746 46605 4 102604 103001 104000 109982 130542 5 8662 8783 9093 9987 13122 6 15246 15365 15666 16601 19642 7 6847 7170 8047 11110 20203 8 4962 4931 4855 5984 7974 9 5874 6165 6958 8401 11134 10 3542 3578 3671 4018 5278 11 11740 11620 11325 14610 19570 12 7313 7484 7929 8821 11602 13 1597 1640 1753 2023 2673 14 24400 24465 24627 25411 28687 15 8695 8788 9025 9982 13128 16 6316 6450 6797 8192 12931 17 2728 2768 2870 10799 19213 18 9469 9560 9792 10519 12295 19 6039 6295 6984 8575 11391 20 18753 19912 23133 29245 38933 21 9857 9960 10223 14245 17730 22 1478 1766 2756 5354 10341 23 5268 5283 5322 6500 12714 24 20381 20248 19918 22964 28881 25 4735 4794 4946 5427 7129 26 5134 5176 5283 5706 7486 27 6851 6933 7143 7764 10191 28 3072 3114 3222 3490 4580 29 3213 3238 3301 3531 4628 30 4791 4828 4921 5262 6896 31 2936 2952 2991 3132 4095 32 6380 6550 6995 8126 10737 33 7003 7088 7305 7938 10419 34 6523 6588 6753 7269 9533 35 15094 15141 15260 15628 17391 36 4789 4834 4950 5311 6962 37 7872 7957 8175 9014 11852 38 6755 6655 6413 9220 12502

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Zone No. 2017 2019 2024 2034 2044 39 4059 4097 4195 4641 6105 40 7430 7549 7856 8752 11517 41 4554 4599 4715 5103 6695 42 5218 5277 5429 6041 7949 43 4519 4579 4734 5232 6880 44 5433 5521 5746 6370 8378 45 4407 4430 4489 4702 6148 46 10341 10431 10658 11400 13445 47 3684 4024 5018 6723 11050 48 2170 2342 2833 4253 7233 49 6362 6438 6632 7333 9643 50 6081 6163 6372 7142 9407 51 4581 4632 4762 5294 6966 52 11971 12081 12359 13708 18037 53 8631 8769 9123 10028 13177 54 6366 7153 9574 18898 28423 55 8274 9004 11123 23770 36457 56 19812 19830 19875 22324 28237 57 14633 16023 20102 30088 40743 58 3077 3099 3156 3401 4461 59 5754 5797 5905 6346 8320 60 7874 8142 8851 10960 14579 61 4605 5587 9057 18645 28963 62 6176 6051 5749 12483 17727 63 9395 10032 11819 19170 26228 64 11520 12003 13302 18756 25300 65 5461 5445 5406 12355 17628 66 3383 3344 3249 3603 4746 67 13146 13590 14767 20059 26957 68 8939 9120 9590 13351 18004 69 1300 1371 1567 2556 3502 70 1105 1183 1402 2427 3345 71 816 886 1087 2460 3488 72 705 761 922 1811 2530 73 5061 5139 5341 6337 7199 74 4005 4058 4194 5672 7627 75 718 775 939 1825 2546 76 5978 5965 5932 5994 6611 77 2017 2004 1971 2034 2658

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Zone No. 2017 2019 2024 2034 2044 78 952 977 1044 1219 1612 79 269 274 287 322 424 80 602 617 657 742 977 81 583 604 661 776 1025 82 241 243 248 262 342 83 523 537 575 635 834 84 630 704 931 1415 1916 85 261 264 272 292 382 86 173 175 181 198 260 87 200 202 207 220 287 88 285 288 295 315 412 89 413 416 425 454 594 90 1904 2203 3171 5040 6850 91 211 212 215 222 289 92 2727 3080 4175 6448 8747 93 8802 9247 10459 12808 17001 94 3921 3892 3819 4411 5836 95 3735 3715 3664 4292 5686 96 1173 1186 1218 1423 1884 97 5524 5797 6540 7913 10490 98 2833 3764 7658 13876 18988 99 3169 4115 7908 12454 16800 100 2455 3034 5154 10318 15518 101 3701 4579 7794 13507 18465 102 4033 4095 4256 4997 6615 103 3952 4203 4903 8529 11764 104 4925 5185 5896 7792 10429 105 2911 3706 6777 13127 20208 106 9679 10986 15080 24259 33048 107 5383 5738 6732 10022 13584 108 6847 7863 11113 18384 25106 Total 746027 768489.8 837259 1074061 1437372

3.1.3. DEVELOPMENT OF BASE YEAR TRAVEL DEMAND MODEL i. Model Structure The base year model is a traditional four-stage transportation model, updated for the present assignment as illustrated in Figure 3.2, with the following characteristics:

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The model is based on motorised trip productions/attractions and internal trips of residents of Study area. The modes of travel include Car, Two wheelers, Auto-rickshaw and Public Transport including Mini bus and Bus. The remaining trips are those relating to non-mechanised trips are walk, cycle and cycle rickshaw. Four sub models are developed viz. Generation, Attraction, Distribution, Modal choice and Assignment models

FIGURE 3.2 FOUR STAGE MODEL STRUCTURE

ZONING SYSTEM LANDUSE AND ROAD AND PUBLIC SOCIOECONOMIC TRANSPORT DATA NETWORKS

TRIP GENERATION HOW MANY TRIPS? BY TYPE

TRIP DISTRIBUTION WHAT IS THE PATTERN OF TRIP MAKING?

MODAL SPLIT WHICH MODE OF TRANSPORT IS USED?

ASSIGNMENTS WHICH ROUTE IS TAKEN?

Model development is largely based on the Households Interview Survey (HIS) and other traffic surveys after expansion from survey sample to total population. This is calculated at a zonal level. The next step was to build the base year Road matrices necessary to obtain costs for the model development (distribution and modal choice). The base year HIS person matrices converted to vehicles using occupancy factors, external zones trip matrices from road side interview at Outer Cordon locations and

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special generators (Bus, Railway station, Airport) matrices to get total traffic across the study area. ii. Trip Generation & Attraction Trip generation is the first stage of the travel demand estimation process. Trip Generation modeling aims at predicting the total number of trips generated by and attracted to each zone of the study area from the estimated future land use activities. Thus, the two components of trip generation modeling are: Trip Production: This is defined as the home end of a home based trip or as the origin of a non-home based trip. It thus gives the total trips produced by a zone. Trip Attraction: This is defined as the non-home end of a home-based trip or as the destination of a non-home based trip. It thus, gives the total trips attracted to a zone.

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

c. Mathematical Forms Trip Production Equations

The general form of the work trip production equation developed is

Ti = a + b*(IVi) Where,

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

Tj = a + b*(IVj) Where, Tj = Trips attracted to zone j a = constant (unexplained part of the relationship) b = parameter explaining the dependency on the independent variable IVj = Independent Variable in zone j d. Trip Generation Sub Model The linear regression analysis was used to develop the trip production and trip attraction equations. A zonal regression model was used in which each traffic zone is treated as one observation. The aggregated analysis has been applied for developing the model which is based on the assumption that contiguous households exhibit a certain amount of similarity in travel characteristics. This assumption allows the data in a zone to be grouped and the mean value of the independent variable used in further calculations. The trip production and attraction output in terms of the correlation coefficients are given in Table 3.5. TABLE 3.5 TRIP GENERATION SUBMODELS Dependent Independent Regression Coefficient (R2) Co-efficient Variable Variable (Trip Rate) of Determination (Y) (X) (b) Trip Production All Modes Population 1.351 0.94

Independent Variable: Zonal Population

Figure 3.3 shows the scatter plotting between population and production. Table 3.6 details the summary of the output for Trip Production Model. The trip production model developed for Srinagar is stated below: Trips Produced = 1.350* (Population), R² = 0.93 Where, P = Population R² = Coefficient of Determination

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FIGURE 3.3 SCATTER PLOT: POPULATION VS TRIP PRODUCTION

TABLE 3.6 SUMMARY OF OUTPUT OF TRIP PRODUCTION MODEL SUMMARY OUTPUT Regression Statistics Multiple R 0.939605 R Square 0.929626 Adjusted R Square 0.930281 Std. Error 6611.723 Observations 108 ANOVA df SS MS F Significance F Regression 1 1.11178E+11 1.11178E+11 2543.246206 6.5E-76 Residual 107 4677492500 43714883.18 Total 108 1.15855E+11 Coeff Std. Error t Stat P-value Lower 95% Upper 95% Lower 95.0% Upper 95.0% Intercept 0 #N/A #N/A #N/A #N/A #N/A #N/A #N/A X Variable 1 1.35074 0.026784123 50.43060783 2.09524E-76 1.297643 1.403836 1.297643 1.403836

e. Trip Attraction Model

The Generation model produces daily person trips (all purpose combined) generated by zone, whilst the attraction model estimates daily person trips attracted by zone. For each of the 4 purpose groups, a linear regression was estimated, explaining the number of trips attracted by the socio-economic data, total employment for HBW, HBB & HBO and school enrolments for HBE. To be consistent with the generation model, the attraction model is based on PA. The coefficient of Determination R2 is the deciding factor for linear regression analysis. The more R2 is near to 1, more the linear regression is reliable. For instance, Figure 3.4 presents the linear regression of HBW trips with R-square value equal to 0.85 showing

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a good match between the data from HIS and the estimated values from the linear regression. Table 3.7 details the summary of the output for Trip Production Model.

FIGURE 3.4 ATTRACTION MODEL (HBW – LINEAR REGRESSION)

TABLE 3.7 SUMMARY OF OUTPUT OF TRIP ATTRACTION FOR HBW TRIPS SUMMARY OUTPUT Regression Statistics Multiple R 0.923522 R Square 0.852894 Adjusted R Square 0.843548 Standard Error 4758.872 Observations 108 ANOVA df SS MS F Significance F Regression 1 1.4049E+10 1.4049E+10 620.3645 4.19E-46 Residual 107 2423214552 22646865 Total 108 1.6473E+10 Standard Upper Upper Coefficients t Stat P-value Lower 95% Lower 95.0% Error 95% 95.0% Intercept 0 #N/A #N/A #N/A #N/A #N/A #N/A #N/A X Variable 1 0.897951 0.036052 24.9071169 2.45E-46 0.826482 0.96942 0.826482 0.96942

The Attraction Model calibration is summarized in Table 3.8, by purpose, HIS and model figures are very similar, showing a very close correspondence between modeled and observed values. TABLE 3.8 ATTRACTION MODEL CALIBRATION RESULTS Group HIS Model Difference HBW 5,15,985 5,15,821 0.03% HBE 8,81,172 8,84,430 -0.37%

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Group HIS Model Difference HBB 4,51,304 4,50,695 0.14% HBO 11,46,441 11,39,531 0.60% Total 29,94,902 29,90,476 0.15% iii. Trip Distribution

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

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

a. Model Method and Description

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

Tij=RiCj Pi Aj f ( Wij )

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

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

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

Tij = Pi Aj f ( Wij )

Aj f ( Wij )

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

Tij = Ai pj f (Wij)

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

Tij = Ri Cj Pi Aj f ( Wij )

Ri = 1

Ri Pi f ( Wij )

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

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

Attractions and Productions match the observed Tij Attractions and Productions. c. Gravity Model Development and Calibration For the practical purpose of gravity model application in the study area and distribution of the observed Tij for other zone pairs where zero trips were observed in

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sample matrix, fully constrained gravity model has been chosen for the base year. The models were developed based on the HIS database and the generalized costs (GC) produced from the private and public transport cost models implemented in Cube Voyager software. The main features of the models are as follows: Unit: person (productions / attractions – PA); Period: daily; Model formulation: gravity model, based on composite GC presented in Figure 3.5. FIGURE 3.5 GRAVITY MODEL FORMULATION

The composite GC is the average of the GC for individual modes weighted by modal split proportions (produced by modal split models) by origin / destination movements. The measure of deterrence is the perceived inter-zonal generalised cost (this is what the traveller unconsciously thinks it costs him to travel from one place to another). For each pair of zones, generalised cost by different modes is determined. For any inter-zonal trip, the cost between each of the two zone centroids and between them and the appropriate actual network nodes is added to establish the least cost journey through the whole network between the zones. For example, for a trip including one or more public transport links and walk links thereto, the public transport generalised cost is made up of: Walking time to bus stop (from notional centroid link) Waiting time at bus stop Travelling time on bus Interchange waiting time – where appropriate Walking time from bus stop to destination (by notional centroid link) For individual modes, the GC represents perceived costs, where the unit is minute equivalent, implying the use of values of time by mode to convert monetary costs (fare, vehicle operating cost - VOC) into minutes. Occupancy factors (OCC) are also used for car, 2w, and auto to obtain person based GC. The GC by mode is described below: . Car GC = Time + [((VOC) / OCC) / VOT] x 60; . 2W GC = Time + [((VOC) / OCC) / VOT] x 60;

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. Auto GC = Time + 1.5 x Wait Time + [(Fare / OCC) / VOT] x 60; . PT GC = IVT + 1.5 x Walk Time + 2 x Wait Time + (Fare / VOT) x 60 + Transfer Time; d. Gravity Model – Calibration Results The sequence of activities involved in the calibration of Gravity Model is shown in Figure 3.6. This section provides the distribution models calibration results by the segments: X1 and X2 parameters, average GC (in minutes), and trip GC distribution. As illustrated by Table 3.9 the overall models results are almost similar to the HIS database. TABLE 3.9: DISTRIBUTION MODELS CALIBRATION RESULTS HIS Model Difference in Modeled Trip Daily Trips X1 X2 Trips & HIS Trips Total Trips 29,94,902 -0.7508 -0.0247 29,94,334 0.02%

FIGURE 3.6 SEQUENCES OF ACTIVITIES FOR CALIBRATING GRAVITY MODEL



 



 



 

  

 

  

  



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

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

t(v) = t0 + (tc – t0) (v/c)n

Where tc = t0 + acn is the travel time at capacity. This form is sometimes easier for user manipulation since it uses only basic variables and removes the necessity to calculate the value of the coefficient ‘a’. iv. Modal Split Model The modal split model is developed based on the HIS database and the Generalised Costs (GC) produced from the private and public transport cost models implemented in Cube Voyager software. The total trips are split into two major group of private and public mode of travel. Then private modes are further divided into car, 2w, and auto. PT trips are separated between bus and metro services during the assignment stage. It should be noted that the PT matrix produced by the modal split model contains trips using school, chartered, and public buses, but only the last category is retained for the PT assignment, the other two groups (school and chartered buses) not using the public network. However, these are taken into account in the Road assignment. The main features of the modal split model are as follows: 4 modes: Car, two wheelers, auto, and PT, Unit: person (productions / attractions – PA); Period: daily; Model formulation: Combined Split, Multi-Logit Formulas (equations provided in Figure 3.7, where P means Probability and C is the Generalised Cost); FIGURE 3.7: MULTI-LOGIT FORMULAS (COMBINED SPLIT) e( λC taxiCar ) P taxiCar e( λC taxiCar () λC2W () λCAuto ) eee ( λCPT )

( λC ) e 2W P2W ( λC () λC () λC ) ( λC ) e taxiCar 2W Auto eee PT

e( λCAuto ) PAuto ( λC taxiCar () λC2W () λCAuto ) ( λCPT ) e eee ( λC ) e PT PPT ( λC () λC () λC ) ( λC ) e taxiCar 2W Auto eee PT

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

Logit Model Sensitivity 100%

90%

80%

70%

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

20%

10%

0% -50 -40 -30 -20 -10 0 1 20 30 40 5 0 0 Generalized Cost Difference (Private - PT, min) Occupancy factors (OCC) are also used for car, 2w, and auto to obtain person based GC. Below are described the GC by mode: Car GC = Time + [(VOC/OCC) / VOT] x 60; 2W GC = Time + [(VOC/OCC) / VOT] x 60; Auto GC = Time + 1.5 x Wait Time (4) + [(Fare / OCC) / VOT] x 60; PT GC = IVT + 1.5 x Walk Time + 2 x Wait Time + (Fare / VOT) x 60 + Transfer Time v. Modal Split Calibration Results Table 3.10 demonstrates that there is close correspondence between the synthesized and observed values from the HIS. The following observations can be made: In theory, for any multi-logit model with two possible choices, there is one bias factor available. Calibrated Modal Choice Model has been developed with the Lambda parameters between private & public transport as (-) 0.08957.

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TABLE 3.10 MODAL SPLIT MODEL CALIBRATION RESULTS Intracity Trips Modes HIS Model Car 167326 167271 2W 157919 157862 Auto 60949 60930 Public Transport 2608708 2608271 Total 2994902 2994334

vi. Trip Assignment Models The trip assignment procedure determines the route choice of trip maker to whole or a part of a network and is the last part of travel demand modeling process where the inter-zonal modal trips are assigned to the various links of the network. There are at least four factors that lead people to choose one route over another. They are travel time, generalized travel cost, Travel distance and level of service. Taking a single parameter to determine the shortest path between each zone pair assumes that there is only one preferred path between each origin and destination. The traffic assignment itself can be of various type like All or Nothing Assignment, Capacity Restrain Assignment and Multipath Assignments. The Road assignment is a multiple user class assignment using equilibrium algorithm and capacity constraint. In this method of assignment, trip matrices are loaded onto the network, using an incremental assignment method. The trip matrices are assigned to the shortest paths generated successively after assignment of small lots each of 15- 20% increment of the trips matrices. The incremental assignment proceeds by updating the transport networks using the speed flow relationships of the links. The assignment is largely controlled by alternative paths, which are built by the shortest path algorithm through the network. The output of the assignment is a loaded Road network with volumes (PCU unit) by link and vehicle type, and network speeds. For the public transport assignment, the person trips unit is retained. The public transport network is developed from the Road network following the Road assignment, a process which produces a loaded road network representing congested travel times on the road network. The public transport assignment considers multiple routes at an origin / destination level, and includes the modeling of fares for different modes. The selection of public transport route choice is based on the travel costs, including walk access time to bus or metro stops, wait time, in vehicle time and fare, transfer or interchange walk times and subsequent wait times, and the time to reach the final destination. The output of the assignment is a loaded public transport network with patronage by service. The PT assignment is based on the PT lines file built in Cube Voyager software, which contains

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a total of existing 255 “real” lines of mini buses (considering the directionality) in the study area. The 4-stage model produces daily matrices therefore a standard average hour factor of 8% is applied to the matrices for both the daily private and public transport assignments. Peak hour model assignment is done separately to exhibit the constrained level of services during the peak hour. vii. Peak Hour Model Validation The 4-stage model finally provides Daily & Peak Hour person matrices by mode at the end of the process including the peak hour external and special generators matrices. The four screen lines within the study area are presented in the Figure 3.9.

FIGURE 3.9 STUDY AREA SCREEN LINES

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

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Table 3.11 shows comparison of observed and assigned flows across the identified Midblock/Screeline locations. The validation results are quantified through GEH Statistics using the ‘Validation’ option in Cube. The GEH Statistic is a formula used in traffic modelling to compare two sets of traffic volumes. Although its mathematical form is similar to a chi-square test, is not a true statistical test. Rather, it is an empirical formula that has proven useful for a variety of traffic analysis purposes. The formula for the "GEH Statistic" is:

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

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TABLE 3.11 COMPARISON OF OBSERVED AND MODELED FLOWS AT SCREENLINE LOCATIONS

S.N. Screen Line Location Observed Peak Hour Traffic Modelled Peak Hour Traffic Difference (%) GEH Value Car 2W Auto Bus Car 2W Auto Bus Car 2W Auto Bus Car 2W Auto Bus (PCU) (PCU) (PCU) (Pass) (PCU) (PCU) (PCU) (Pass) (PCU) (PCU) (PCU) (Pass) (PCU) (PCU) (PCU) (Pass) SCREENLINE I: Pampora Baramula Railway Line 1 Kanipura (Railway RUB) 313 123 99 1864 332 123 98 1858 -5.9 -0.1 1.3 0.3 1.1 0.0 0.1 0.1 2 Rangret (RUB) 363 132 85 2341 368 144 90 2513 -1.5 -8.9 -5.5 -7.4 0.3 1.0 0.5 3.5 3 Humhama Under Pass 554 240 100 4698 549 234 85 4235 0.9 2.2 14.6 9.9 0.2 0.4 1.6 6.9 SCREENLINE II: Jhelum River Bridges (South) 4 Mehjoor Nagar Bridge 253 94 72 1351 264 104 72 1250 -4.2 -11.1 0.1 7.5 0.7 1.0 0.0 2.8 5 Ram Bagh Bridge 2484 603 1067 9942 2308 575 985 9786 7.1 4.6 7.7 1.6 3.6 1.2 2.6 1.6 6 Tengpora Bridge 1032 84 68 2354 1138 87 74 2421 -10.3 -3.3 -8.8 -2.8 3.2 0.3 0.7 1.4 7 Bemina Bridge 615 208 217 2584 595 200 210 2850 3.2 3.6 3.1 -10.3 0.8 0.6 0.5 5.1 SCREENLINE III: Jhelum River Bridges (North) 8 Lasjan Bridge 346 57 30 2392 356 52 34 2439 -2.9 8.7 -13.8 -2.0 0.5 0.7 0.7 1.0 9 Qamrawari Bridge 549 244 355 5838 577 218 342 5550 -5.1 10.7 3.6 4.9 1.2 1.7 0.7 3.8 10 Zero Bridge 1690 712 1050 8360 1854 789 1060 7957 -9.7 -10.8 -0.9 4.8 3.9 2.8 0.3 4.5 11 Amira Kadal Bridge 249 145 182 5302 225 165 192 5226 9.8 -13.9 -5.4 1.4 1.6 1.6 0.7 1.0 12 Badshah Bridge 1185 298 942 6266 1193 270 925 6302 -0.7 9.3 1.8 -0.6 0.2 1.7 0.6 0.5 13 Habba Kadal Old Bridge 28 37 41 1 31 34 40 1 -9.0 7.3 2.3 0.0 0.6 0.5 0.2 0.0 14 Habba Kadal New Bridge 280 253 528 2347 286 230 508 2197 -2.1 9.0 3.8 6.4 0.4 1.5 0.9 3.1 15 New Fathe Kadal Bridge 442 180 311 1364 450 181 338 1300 -1.7 -0.6 -8.7 4.7 0.4 0.1 1.5 1.8 16 Zaina Kadal New Bridge 394 226 286 1074 331 199 250 1040 15.9 11.9 12.5 3.2 3.3 1.9 2.2 1.0 17 Janna Kadal Old Bridge 280 131 155 2134 263 126 146 2050 6.2 3.2 5.5 3.9 1.0 0.4 0.7 1.8 18 Aali Kadal Bridge 139 88 31 230 140 82 33 220 -1.0 6.3 -7.5 4.3 0.1 0.7 0.4 0.7 19 Nawakadal Bridge 487 204 218 1102 510 194 213 1046 -4.8 4.8 2.5 5.1 1.0 0.7 0.3 1.7 20 Safakadal Bridge 968 219 481 2934 844 204 466 2856 12.8 7.0 3.2 2.6 4.1 1.0 0.7 1.4

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3.1.4. ASSUMPTIONS FOR TRANSPORT DEMAND FORECASTING The following assumptions have been made for forecasting transport demand for the years 2024, 2034 and 2044. (i) Calibrated and validated travel demand model has been used. (ii) Land use parameters (population and employment) have been distributed in various traffic zones for 2024, 2034 and 2044. (iii) Fare levels of buses and vehicle operating costs of different vehicles have been taken as same as in the base year. (iv) Inter-city passenger to/from the study area will grow at the growth rate of 3% in various adjoining towns. (v) The special generator passenger traffic of bus terminals and railway stations in Srinagar is expected to grow at 6% per annum respectively. (vi) Inter and Intra-city goods traffic is expected to grow at 3% per annum up to 2044. 3.1.5. DEVELOPMENT OF BUSINESS AS USUAL (BAU) SCENARIO, 2044 Considering the above assumptions and calibrated / validated traffic demand model, forecasting of transport demand has been carried out for ‘Business as Usual’ (BAU) scenario in the year 2044. Overall modal split for various modes in this scenario for the year 2044 is given in Table 3.12. The intra city motorized trips modal split (% of trips by public transport to total motorized trips) in favor of public transport in 2044 is expected to be about 56.1% which is even lower than the existing modal share. The total no. of PT trips will increase from 26.2 Lakh to about 28.0 Lakh indicating a high capacity mass transport network will be needed to address the travel demand requirements in the Study area. Traffic assignment for peak hour traffic (in PCU's) on road network in BAU scenario 2044 is given in Figure 3.11. Figure 3.12 presents the peak hour public transport assignment in BAU scenario. TABLE 3.12 DAILY MOTORISED TRIPS BY IN BASE AND BAU (2044) SCENARIO

BASE YEAR 2017 2044 BAU S.No. Mode Trips Modal Share Trips Modal Share 1 Car 2,65,390 6.6 4,24,504 8.5 2 Two Wheeler 1,64,819 4.1 4,57,347 9.2 3 Auto 68,658 1.7 2,01,722 4.0 4 NMT 18,354 0.5 52,915 1.1 5 Public Transport 26,25,706 65.6 28,02,495 56.1 6 Walk 8,62,591 21.5 10,56,163 21.1 Total 40,05,518 100.0 49,95,145 100.0

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

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FIGURE 3.12 PEAK HOUR PT ASSIGNMENT IN BAU SCENARIO 2044

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3.2. DEVELOPMENT OF SUSTAINABLE URBAN TRANSPORT SCENARIOS

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

and social development while mitigating CO2 emissions within the City. This will enable the city to handle the mobility challenges while considering the climate change and local environment. The SUT scenarios are based on following principles: Changes in urban structure Enhanced use of non-motorized and public transport infrastructures Deep emission cuts using low carbon energy sources Use of highly efficient technologies in vehicles CMP will identify investment priorities to achieve the sustainable transport goals. Though, the sustainable scenarios will assume an increase in motorized transport to some extent, emphasis have been placed on improving technology in terms of efficiency and emissions. Following four SUT Scenarios have been formulated:

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

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

3.2.2. TRANSPORT DEMAND ANALYSIS OF ALTERNATIVE STRATEGIES FOR SUSTAINABLE URBAN TRANSPORT i. URBAN STRUCTURE SCENARIO

Landuse Transition Urban sprawl and uncontrolled growth of cities result into increase in trip lengths

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

The BAU scenario considers land use pattern as proposed by the Srinagar Master Plan - 2035, concentrating the commercial activity in different areas of city. Planning of new commercial activities to outgrowths of the city would result in better distribution of population and employment, decongesting the core areas as people in the outgrowths would not need to travel to the core city for their work, shopping and other activities. However, this would not discourage the use of motorized modes of transport and will increase the carbon footprint of the city.

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

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

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

While the overall population for the city is same as that of BAU scenario, the distribution of population by traffic zones changes in the Urban Structure scenario in accordance with the above classification of TAZs. The overall population growth in Class 1 is assumed to be more than 90% from Year 2019 to Year 2044, the population in Class 2 and 3 TAZ is assumed to be increased by 30%. The final population for the three classifications of zones is about 25.1 Lakh, 7.6 Lakh and 5.1 Lakh for Class 1, 2 and 3 respectively in the year 2044 totaling to 37.72 Lakh. It is expected that increase in FSI/FAR will not only concentrate the population along travel corridor but will also marginally induce population in the city, not reflected in the projections for BAU scenario. An additional population of about 2% of the base year population (about 63.5 thousand) is assumed to be induced as indirect effect of the land use transitions

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under this scenario.

Based on above assumption, the city's population projected for year 2044 is 38.47 Lakh. Table 3.13 gives the population projected for each TAZ under the Urban Structure scenario.

TABLE 3.13 DISTRIBUTION OF PROJECTED POPULATION UNDER URBAN STRUCTURE SCENARIO Zone No. 2024 2034 2044 Zone No. 2024 2034 2044 1 46910 53485 57497 55 22758 25949 27897 2 35260 40202 43217 56 31549 35970 38668 3 33077 43970 55111 57 31766 36218 38933 4 22715 30194 37842 58 25809 29425 31630 5 23061 30656 38423 59 35534 40515 43554 6 30316 40300 50510 60 41234 47014 50541 7 4796 6374 7987 61 34012 38779 41687 8 43180 49234 52928 62 47972 63770 79927 9 27451 31300 33650 63 37534 42794 46002 10 39557 45100 48481 64 24638 28093 30202 11 49867 56855 61118 65 43037 49071 52754 12 26521 30239 32507 66 34008 38777 41687 13 22577 30013 37618 67 31708 36152 38862 14 31755 42212 52907 68 26781 30534 32824 15 35008 46535 58324 69 7903 9012 9690 16 18881 25098 31457 70 4151 5518 6916 17 25669 34123 42769 71 4597 6111 7660 18 21022 27946 35027 72 6514 8659 10853 19 33759 44876 56243 73 6416 8529 10690 20 40047 53233 66718 74 4426 5884 7375 21 29283 38925 48787 75 4577 6086 7630 22 48640 64658 81039 76 1866 2126 2285 23 21869 29070 36434 77 2324 2648 2846 24 24582 32676 40953 78 1664 1898 2040 25 33962 45145 56579 79 942 1073 1153 26 32527 43239 54193 80 1546 1764 1897 27 29790 39601 49633 81 1522 1736 1867 28 25163 33449 41922 82 1845 2105 2264 29 20920 27809 34853 83 5107 5824 6263 30 27711 36835 46165 84 2907 3313 3560 31 31583 41985 52622 85 1364 1556 1673

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32 39211 52125 65331 86 746 852 918 33 34541 45916 57548 87 1388 1583 1703 34 32848 37451 40259 88 1528 1744 1877 35 35348 46989 58895 89 2189 2495 2683 36 34393 45720 57304 90 7308 8331 8956 37 38246 50840 63719 91 2478 2826 3040 38 48599 64602 80968 92 8297 9460 10169 39 21546 28640 35894 93 20303 23150 24888 40 41422 55063 69013 94 10685 12183 13097 41 26606 35368 44329 95 8207 9356 10057 42 34171 45421 56926 96 4273 5680 7120 43 20064 26670 33425 97 9105 10381 11159 44 36456 48462 60741 98 23957 27316 29366 45 43277 57529 72104 99 7683 8759 9415 46 30814 40961 51337 100 21109 24070 25877 47 27747 36883 46226 101 17601 20068 21573 48 25081 33342 41789 102 25837 29460 31671 49 31240 41529 52051 103 14363 16376 17605 50 41718 55455 69503 104 35702 40705 43758 51 48894 64993 81457 105 4275 4876 5243 52 25375 33732 42279 106 24272 27676 29753 53 43242 57481 72043 107 24756 28227 30345 54 54738 72764 91198 108 30489 34820 37494 Total 2587595 3240570 3847449

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

o Class 1 (Zones along major travel corridor): These are the zones in the influence area of major travel corridors. The high FSI and FSR coupled with proximity to public transit are expected to make a major impact on creation of employment opportunities in these zones. As such, the share of these zones in city's overall employment in horizon year (2044) has been assumed to increase to 35%.

o Class 2 (High employment zones): These are the zones with high share in overall employment in city's. However, as these zones are already congested, the growth of

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these zones is assumed to be impacted negatively due to projected positive growth of Class 1 zones. As such, the share of these zones in horizon year (2044) city's employment is assumed to be reduced to 25 %.

o Class 3 (Core Area Zones): Apart from the existing high employment zones and future high employment zones assumed along major travel corridors, there are zones which fall in the core area/main city but are not covered under any of the above two classes. The employment is assumed to reduce to 20% by 2044 due to advent of Class 1 and organic growth of Class 2 zones.

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

As in the case of population, the change in the urban structure is expected to induce new employment in the city. An additional employment of about 2% of the base year employment is assumed in the year 2044 under the Urban Structure scenario. The total employment in the horizon year 2044 is projected to be 14.66 Lakh. Zone wise distribution of employment for various horizon years is given in Table 3.14.

TABLE 3.14 DISTRIBUTION OF PROJECTED EMPLOYMENT UNDER URBAN STRUCTURE SCENARIO Zone No. 2024 2034 2044 Zone No. 2024 2034 2044 1 12313 15524 19972 55 11036 16982 26662 2 14674 17009 20118 56 19978 20767 22027 3 35318 40640 47716 57 17894 22859 29796 4 107046 118413 133655 58 3167 3388 3697 5 9920 12959 17273 59 5921 6326 6896 6 16820 20645 25856 60 8692 10145 12083 7 8743 13313 20685 61 7195 12221 21181 8 5096 5574 6220 62 7819 13372 23335 9 6514 7446 8685 63 11552 15688 21738 10 3631 3827 4117 64 13239 16495 20969 11 12106 13458 15266 65 6544 9680 14611 12 7669 8248 9050 66 3408 3625 3934 13 1885 2549 3519 67 14808 18007 22343 14 26323 31212 37763 68 9928 12050 14922 15 9925 12965 17281 69 1572 2114 2903 16 7726 11353 17022 70 1518 2559 4403 17 4042 8827 19671 71 1214 2338 4592 18 10478 12892 16185 72 1009 1815 3330 19 7387 10419 14995 73 5730 7295 9477

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20 22569 29693 39861 74 4798 6871 10040 21 11650 16324 23339 75 1025 1835 3351 22 2621 5913 13613 76 6079 6093 6100 23 6564 10376 16736 77 2015 2086 2203 24 22657 29055 38018 78 1026 1159 1336 25 5410 7054 9384 79 284 313 351 26 5808 7489 9854 80 643 714 810 27 7805 10130 13415 81 638 729 850 28 3506 4551 6029 82 247 262 283 29 3625 4652 6092 83 557 615 691 30 5404 6934 9078 84 818 1128 1588 31 3285 4166 5391 85 270 290 317 32 7536 10217 14134 86 180 195 215 33 7979 10356 13715 87 206 219 238 34 6658 6966 7436 88 294 314 341 35 16224 19079 22893 89 425 453 492 36 5420 6977 9165 90 2626 3823 5677 37 8982 11719 15602 91 216 224 240 38 7869 11266 16457 92 3609 5061 7250 39 4625 6036 8036 93 9924 11707 14091 40 8562 11279 15161 94 4010 4360 4837 41 5168 6681 8813 95 3843 4213 4713 42 5970 7824 10464 96 1356 1815 2480 43 5178 6779 9057 97 6202 7269 8694 44 6255 8222 11029 98 4943 8732 15738 45 4930 6253 8093 99 5180 8408 13924 46 11438 14085 17699 100 3996 7097 12862 47 5133 8554 14546 101 5750 9286 15304 48 3058 5342 9521 102 4283 4797 5483 49 7275 9513 12694 103 4906 6847 9750 50 6990 9210 12383 104 5665 6928 8644 51 5238 6861 9170 105 4943 9008 16749 52 13642 17817 23743 106 13011 18689 27391 53 9915 12983 17346 107 6478 8454 11261 54 9343 16324 29101 108 9430 13871 20809 Total 854004 1095543 1466120

Figure 3.13 shows the public transport routes considered in the study and accordingly coded in CUBE for transport demand forecast. The modal share for Urban Structure scenario in Year 2044 as derived from transport demand model is presented in Table 3.15.

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TABLE 3.15 MODAL SHARE IN URBAN STRUCTURE SCENARIO - 2044 Mode Daily Trips Modal Share (%) Car 3,95,820 7.9 Two Wheeler 4,20,866 8.4 Auto 1,93,455 3.9 NMT 56,465 1.1 Public Transport 28,47,110 56.8 Walk 10,96,523 21.9 Total 50,10,238 100.0

It can be seen that the modal share in favour of public transport has increased from 56.1% under BAU Scenario to 56.8% respectively. Also, the modal share of car and 2 wheeler is lower in Urban Structure scenario at 7.9% and 8.4%. Figure 3.14 gives a snapshot of the peak hour network loads under the Urban Structure scenario.

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

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

ii. PUBLIC TRANSPORT SCENARIO

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

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In public transport scenario, the existing public transport infrastructure has been envisaged to be improved by introduction of 10 new bus routes on all the major corridors across entire Study Area including the suitable headway reduction, providing more comfort and safety as compared to existing public transport modes. The enhanced public transport routes considered in Public Transport scenario are presented in Figure 3.15. Better routing and scheduling, improved frequency, better bus stop design, increased public transport network, improve bus speed, overall safety and bus user comfort have been assumed in this scenario. In addition to the improved bus service, mass rapid transit system (MRTS) on selected high demand corridors have also been considered in this scenario. All these public transport interventions have been incorporated in the transport demand model for horizon year 2044.

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

With many public transport interventions, the modal share of public transport is expected to increase in this scenario. Table 3.16 shows the aggregate modal share in Public Transport scenario as derived from the travel demand model.

TABLE 3.16 MODAL SHARE IN PUBLIC TRANSPORT SCENARIO - 2044 Mode Daily Trips Modal Share (%) Car 3,68,267 7.4% Two Wheeler 4,07,742 8.1% Auto 1,82,760 3.6% NMT 52,915 1.1% Public Transport 29,02,031 57.9% Walk 10,96,523 21.9% Total 50,10,238 100.0

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

It can be seen from the above table that the modal share in favour of car, 2 wheeler and auto has been decreased from 7.9%, 8.4% and 3.9% under Urban Structure Scenario to 7.4%, 8.1% and 3.6% respectively. The modal share in favour of public transport has been increased from 56.8% to about 58.0%.

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

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

iii. NON-MOTORIZED TRANSPORT SCENARIO

Non-Motorized Transport (NMT) modes are the cleanest transport mode and interventions for the infrastructure improvement of NMT modes are necessary for sustainable urban transport in the City. As such, this scenario is assumed to increase the modal share of walk and NMT in the city. At present, 91.6% of the major road

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network does not have any footpath and less than 9% of road network has NMT lanes. This results into high level of pedestrian vehicular conflict and high fatalities. Safe walking and cycling infrastructure is envisaged under this scenario for better safety and to promote walk and NMT as a preferred mode in the city in addition to the interventions considered under Urban Structure and Public Transport scenarios.

The assumed infrastructure under the NMT scenario will include continuous footpaths and cycle paths, good crossing facilities, parking for cyclists, signal prioritization, strong parking policies and strict enforcement to remove the hindrances on NMT infrastructures. The modal share as derived from travel demand model is presented in Table 3.17.

TABLE 3.17 MODAL SHARE IN NMT SCENARIO-2044 Mode Daily Trips Modal Share (%) Car 3,58,790 7.2% Two Wheeler 4,04,327 8.1% Auto 1,81,437 3.6% NMT 68,206 1.4% Public Transport 28,72,480 57.3% Walk 11,24,998 22.5% Total 50,10,238 100.0

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

Under the Technology Transition scenario, a low carbon future has been envisaged by projecting diversification of fuel from existing petrol and diesel to electricity. Share of diesel and petrol vehicles are assumed to reduce due to major role of electric vehicles in cars, 2 wheelers, 3 wheelers and buses. The improvement in technology such as the vehicle efficiency in terms of engine output/ unit of fuel is considerably higher than that in the present scenario.

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

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various scenarios: Modal Share: Change in share of various modes, with increase in share of Public Transport and NMT modes and decrease in modal share of private modes indicates a sustainable future. Trip Length: Shorter trip lengths indicate shorter time spent in commuting between two places whereas increase in trip length of a particular mode indicates preference to that particular mode due to availability of allied infrastructure. Veh-km: Vehicle km travelled by each mode is the most tangible indicator for comparing scenarios. For example, a scenario with highest vehicle km travelled by car/2 wheelers in comparison to other scenarios, indicates an unsustainable future. Environment impacts will be positive for the city wide due to technology transition in favour of electric vehicle.

The Table 3.18 presents the comparative picture for various scenarios.

TABLE 3.18 COMPARATIVE ANALYSIS BETWEEN DIFFERENT SCENARIOS (2044) Public Land Use NMT Technology Scenario Base Year BAU Transport Scenario Scenario Scenario Scenario Horizon Year 2017 2044 2044 2044 2044 2044 Population in Lakh 1423587 2676622 2730190 2730190 2730190 2730190 Total Trips in Lakh 2163974 4079197 4174021 4174021 4174021 4174021 PCTR (incl. Walk) 1.52 1.52 1.53 1.53 1.53 1.53 PCTR (excl. Walk) 1.02 1.10 1.11 1.11 1.11 1.11 Car 6.6% 8.5% 7.9% 7.4% 7.2% 7.2% Two Wheeler 4.1% 9.2% 8.4% 8.1% 8.1% 8.1% Auto 1.7% 4.0% 3.9% 3.6% 3.6% 3.6% NMT 0.5% 1.1% 1.1% 1.1% 1.4% 1.4%

ModalShare Public Transport 65.6% 56.1% 56.8% 57.9% 57.3% 57.3% Walk 21.5% 21.1% 21.9% 21.9% 22.5% 22.5% Car 7.3 7.6 7.4 7.5 7.5 7.5

2W 7.1 7.9 7.4 7.6 7.6 7.6 Auto 6.8 7.5 7.0 7.2 7.2 7.2 Cycle 2.1 2.2 2.2 2.2 2.2 2.2 Trip Length Trip PT 7.3 9.7 9.2 8.8 8.9 8.9 - Car 755716 1202615 1086050 1024391 998029 998029 ed km

Veh 2W 776083 2406320 2082761 2068658 2051333 2051333 Travell

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Public Land Use NMT Technology Scenario Base Year BAU Transport Scenario Scenario Scenario Scenario Horizon Year 2017 2044 2044 2044 2044 2044 Auto 179292 579023 522970 508433 504752 504752 PT (Pax-Km) 19196332 27281094 26301800 25516514 25516514 25516514 Cycle 35400 103883 110852 103883 133903 133903

The figures in the above table indicate the differences between various scenarios as follows: Modal Share: The cumulative modal share of car and 2 wheelers is increasing from 10.7% under base year to 17.7% under the BAU scenario. However, scenarios formulated under the Sustainable Urban Transport indicate decreasing mode share of car and 2 wheelers with 16.3% share under Urban Structure scenario, 15.5% share under the Public Transport scenario and 15.2% share under the NMT scenario. The share of public transport increases from 56.1% under BAU to 58.0% under Public transport scenario. Trip Length: The trip length of NMT remains constant (2.2 km) under Base Year and NMT scenario. This is resultant of good NMT infrastructure in place and positively affects the veh-km travelled by each mode as given under. The trip length of PT increases from 7.3 km under Base Year to 8.8 km under PT scenario. Veh-km: The veh-km by Car, 2 Wheelers and Private Auto is lower by approx 6.3 Lakh under the NMT scenario as compared to BAU scenario.

3.3. CONCLUSIONS

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

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

4.1. INTEGRATED LAND USE AND URBAN MOBILITY PLAN

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

4.1.1. Recommended Urban Structure

The land use pattern proposed by the Srinagar Master Plan - 2035 concentrates the commercial activity in different areas of city including the core area. The dispersed landuse planning would encourage the use of motorized modes of transport and will increase the carbon footprint of the city. Therefore, under the present Study it is recommended that intensive development to be taken up along major travel demand corridors. Higher grade of public transport system could be planned along these corridors for facilitating passenger movement. The major travel corridors are indicated under the Public Transport Improvement Plan in subsequent section. The intensive development corridors are presented in Figure 4.1. 4.1.2. Recommended FAR

Floor Area Ratio (FAR) is the relationship between the total amount of usable floor area that a building has, or has been permitted for the building, and the total area of the plot on which the building stands. A higher ratio indicates intensive development. The Srinagar Master Plan - 2035 recommends maximum FAR of 3.0 for commercial areas. To ensure intensive development along major mobility corridors envisaged under the present Study, it is proposed that the FAR may be increased on the line of Master Plan 2035 and /or as per the TOD guidelines that shall be finalized for the state of J&K.

RITES Ltd. Page 4-1 Comprehensive Mobility Plan for Srinagar Final CMP Chapter 4: Development of CMP FIGURE 4.1: INTENSIVE DEVELOPMENT CORRIDOR

RITES Ltd. Page 4-2 Comprehensive Mobility Plan for Srinagar Final CMP Chapter 4: Development of CMP 4.2. FORMULATION OF PUBLIC TRANSPORT IMPROVEMENT PLAN

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

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

4.2.1. Proposed Integrated Transport System:

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

4.2.2. Proposed Mass Rapid Transit System (MRTS) Corridors

MRTS, high capacity demand corridors have been identified on the basis of travel demand for public transport scenario for Srinagar as shown in Table 4.1 & Figure 4.3. Phase-I corridors, the maximum peak hour peak direction trips (PHPDT) is about 17300 and the total length of network is about 25 km. The Total length of proposed MRTS network in Phase I & II is about 42.5 km.

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FIGURE 4.3: PROPOSED MRTS CORRIDORS IN SRINAGAR

TABLE 4.1: PROPOSED MRT CORRIDORS Corridor Implementation Approx. Corridor details No. Phase Length (Km) Phase I 1 Indra Nagar to HMT Junction (via Sonwar, Munshi Bagh, Lal Chowk, Secretariat, Batamaloo, Rathpora, Gagrzoo, Qamarwari, Bus Stand 12.5 and Parimpora) 2 Hazuri Bagh to Osmanabad (via Munshi Bagh, Nowpora, khaniyar, Jama Masjid, Hawal Chowk, Mill Stop, Nalbal Bridge, SKIMS, Saura 12.5 and Hazratbal Crossing) Total Length of Phase I 25.0 Phase II

3 Indra Nagar to Pampore Bus Stand (via Frestabal, Sempora, Pantha 8.5 Chowk, Panthrathen and Badami Bagh Cantt.) 4 Hazuri Bagh to Airport (via Tilsi Bagh, Barzulla, Baghat, Hyderpora, 9.0 Rehmatabad, Peerbagh and Humhuma Chowk) Total Length of Phase II 17.5 Total Length of Phase I + II 42.5

RITES Ltd. Page 4-5 Comprehensive Mobility Plan for Srinagar Final CMP Chapter 4: Development of CMP 4.2.3. City Bus System Plan

Under the public transport scenario, the existing public transport system is proposed to be upgraded by introduction of reliable bus service with AC buses along all major roads, providing more comfort and safety as compared to existing bus system. A total of 10 important bus routes have been identified across Study Area on which bus based PT system is planned to be operated with more frequency of AC bus services. The total length of identified bus system network is about 240 km. The details of bus corridors are presented in Table 4.2 & Figure 4.4.

TABLE 4.2 MAJOR ROUTES FOR CITY BUS PLANNING

Bus Route Route S. No. Route Proposals Length(km) Soura to Soura to Budgam via Iddgah, Cement Bridge, and 1 27 Budgam Qamarwari via Tengpora Bypass to Budgam Soura to Soura to Chadoora via Iddgah, Safakadal via Tengpora 2 23 Chadoora Bypass Buchpora to Buchpora to Pampora via Nowshera, Hawal, Dalgate, 3 24 Pampora Batwara Hazratbal to Hazratbal to JVC via Roujari Kadal lal, Cement , Bridge, 4 14 JVC Qamarwari Harwan to Narbal via Dalgate TRC Road Kashmir Crossing Harwan to 5 Sherwain Road, Lal Chowk, Hari Singh High Street, 31 Narbal Batamaloo, Parimpora, Narbal. Pantha Chowk Bypass via Srinagar Bypass Tengpora to Batamaloo & Panthachowk Pandrenton Batwara Sonwar, Panthachowk 6 Ram Munshi Bagh, Sherwin Road, Lal Chowk, Maharaja 30 to Batamaloo Bazar, LD Hospital, Hatrik, Abdullah Bridge, TRC Dalgate Sonwar, Batwara and back to Pantha chowk Pandach To Pandach To Parimpora via Alamgari Bazar, Hawal, 7 24 Parimpora Nowhatta, P.S. Khanyar via Nallah Mar Road Tailbal to Tailbal to Parimpora via Dalgate TRC Radio Kashmir 8 30 Parimpora Crossing, Sherwain Road, Lal Chowk, Hari Singh Street Parimpora to Parimpora to Soibugh via Tengpora Bypass 9 11 Soibugh Parimpora to Parimpora to Pahroo via Magarmal Bagh 10 26 Pahroo Total 240

RITES Ltd. Page 4-6 Comprehensive Mobility Plan for Srinagar Final CMP Chapter 4: Development of CMP FIGURE 4.4: CITY BUS ROUTE NETWORK

RITES Ltd. Page 4-7 Comprehensive Mobility Plan for Srinagar Final CMP Chapter 4: Development of CMP a. Strategy for Augmentation of Bus Fleet As part of the public transport, augmenting the existing city bus services has been considered by taking 60 buses per lakh population as per LoS 1 of SLB. The public transport for Srinagar is derived considering all the factors of existing situation and the best possible reorganization factoring all components of an efficient and sustainable system. The fleet size was estimated based on providing LoS 1 and travel demand (estimated ridership considering modal shift).

The fleet requirement for the proposed bus system comes out to be about 2300 for horizon year 2044. It is proposed that all the buses must have GPS, security cameras and panic buttons linked to a control center for incident detection and swift response. This fleet size will require 4 depots for parking and maintenance of the buses. The narrow widths of the road network and requirement of high frequency bus services, mini bus based operations have been proposed in the city with a minimum frequency of 10-15 minutes.

b. Bus Infrastructure Requirement Presently, all bus/mini-bus operations whether intra-city and inter-city originate and terminate at Pantha Chowk, Parimpora, Pampore, Soura and Hazratbal terminals. The existing Pantha Chowk terminal facility proposed to be developed as Sub-city Centre as per the Master Plan 2035. It is proposed that this location may be planned as a Multimodal Transit Hub as well in addition to the commercial activities. The ground area will be used for the Inter/ Intra city bus terminal and commercial activities may be planned at over the ground level. This would be an additional revenue source for State Govt and MRTS implementing agency. The revenue sharing model may finalized during the execution stage. Also, existing facility at Nowgam Railway Station is proposed for limited Intra city bus operations and Intermediate Para Transit (IPTs) for rail passengers. The existing Pampore, Soura and Hazratbal bus Terminals shall also be used for intra-city bus operations. The Pampore Bus Stand facility may also be used for bus operations in a phased manner and or once the MRTS connectivity is available.

To meet the future travel demand of the study area four intercity bus terminals along with depot (maintenance) facility are proposed – (1) Ganderbal along the ORR near District Police Line, (2) Narbal along proposed Lawaypora – Mujgund Road, (3) Galandhar along Galandhar - Pulwama Road and (4) Budgam along Budgam-Gojra Road. However, the detailed planning of these facilities shall be worked out during the DPR/ execution stage. The identified locations of these proposed terminals/depots and its phasing are presented in Figure 4.5 & Table 4.3.

RITES Ltd. Page 4-8 Comprehensive Mobility Plan for Srinagar Final CMP Chapter 4: Development of CMP FIGURE 4.5: PROPOSED BUS TERMINALS AND DEPOT IN SRINAGAR

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TABLE 4.3 PROPOSED NEW BUS TERMINALS AND PHASING S.No. Location Phasing Existing Bus Terminals 1 Parimpora (Intra-City Bus Terminal) Phase-I 2 Soura (Intra-city bus operations) Phase-I 3 Pantha Chowk (Intra/Inter city bus operations) Phase-I 4 Hazratbal (Intra-city bus operations) Phase-II 5 Pampore (Intra-City Bus Terminal) Phase-II Proposed New Bus Terminals and Depot 1 Ganderbal (Inter City Bus Terminal and Depot) Phase-I 2 Narbal (Inter City Bus Terminal and Depot) Phase-I 3 Budgam (Inter City Bus Terminal and Depot) Phase-I 4 Nowgam (Intra-City Bus Terminal) Phase-II 5 Galandhar (Inter City Bus Terminal and Depot) Phase-II

c. Bus Stops The existing public transport system (bus stops/ Shared Auto stop) is un-organized in the whole city. Non schedule stoppages affect the traffic stream and the productivity of the mode. Accordingly, bus stops have been proposed in the city to support the smooth passengers boarding/ alighting for efficient proposed bus transport system.

The bus stops should provide comfort and convenience to passengers as well as give a distinct identity to the system. Weather protection along with ticketing and traveler information system is highly desirable features to provide a pleasant experience (Figure 4.6.) FIGURE 4.6: TYPICAL BUS STOP IMAGE

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The placement of bus stops is proposed at a distance of 500 m. The length of the platform is determined based on detailed service parameters such as peak hour bus frequency, peak hour passenger flow on the bus stop, routing and stopping plans, etc. As a thumb rule, for accommodating two buses of 12 m length, a bus-bay of 30 m length may be planned. 4.2.4. Para-transit System

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

4.3. INLAND WATER TRANSPORT

The River Jhelum has been the historical spine of the city and its banks can be used to have an inland water transport system. There is a need to utilized the water transport to supplement its road based transport system. At the same time, it will be an important attraction for tourists to enjoy the historicity and beauty of this city. The famous Mughal Gardens, Dal Lake, Hazratbal, NIT, Soura, Chhatabal, etc. can be made accessible by IWT. The following routes are identified and proposed for the development of a viable IWT system in Srinagar city consisting of total length of about 60 km. The details of water transport proposal and Phasing are presented in Table 4.4 & Figure 4.7. TABLE 4.4 PROPOSED INLAND WATER TRANSPORT ROUTES AND PHASING

S. No. Proposed Inland Water Transport Routes Length (km) Phasing 1 Dalgate to Hazratbal /NIT 10 Phase-I 2 Dalgate to Hazratbal via Nishat, Shalimar 13 Phase-I 3 Raj Bagh to Chhatabal va (along Jhelum River) 7 Phase-II 4 Raj Bagh to Soura via Nallah Amir Khan and Khushalsar 10 Phase-II 5 Raj Bagh to Pampore 20 Phase-III Total 60

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4.3.1. Commuter and Goods Rail System (CGRS)

Srinagar is the primate city in Kashmir Region enjoying the influence on its regional and sub-urban centres as a result of which a large number of commuters shuttle between Srinagar City and nearby towns viz; Anantnag, Pulwama, Budgam, Baramulla, Ganderbal etc. Most of these commuters travel by buses, para-transit modes, personal vehicles as well as by trains. Since road based transport is time consuming, expensive and uncomfortable, the general preference is to use the rail system which is faster, comfortable and economical. Based on Srinagar Master Plan 2035, a dedicated commuter service between Srinagar and its regional/sub-urban towns, to rail based system of network. However, more details shall be worked out during the DPR/ execution stage of the project. The commuter rail routes and Its phasing given in Table 4.5.

TABLE 4.5: COMMUTER RAIL CORRIDORS AND PHASING PLAN

S. No. Routes Proposed Action Phasing 1 Srinagar – Qazigund Additional tracks Phase-I 2 Srinagar – Baramulla -Uri Additional tracks Phase-I 3 Srinagar – Pulwama – Shopian - Kulgam New Track Phase-II 4 Srinagar – Sopore – Handwara – Kupwara New track from Phase-III Sopore to Kupwara

4.4. PREPARATION OF ROAD NETWORK DEVELOPMENT PLAN

4.4.1. Inner ring road (Core Ring Road)

The Inner Ring Road will be an important Collector street having at least two-lane dual c/w configuration in inner city areas and minimum three-lane dual c/w configuration in the remaining areas. The Inner Ring Road starts from Qamarwari-Sakidafar- Nowakadal-Rajoiuri Kadal-Khanyar-Fakhr-e-Kashmir bridge-MA Road-Raj Bagh- Padshahi Bagh-Nowgam NH Bypass-Hyderpora-Tengpora-JVMC upto State Motor Garages near Hajj House-Qamarwari along proposed new link and shall have total length of about 20 km. Inner Ring Road will be upgraded in phase-I. 4.4.2. Inter-Mediate Ring Road (IMRR):

The IMRR is proposed to be developed of sub-arterial hierarchy with minimum 35 metre RoW. The proposed alignment of the road is as follows:

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Pantha Chowk near Khanda - Gogoo – Humhama Chowk – Sheikhpora - Sebdan – Haran - Soibough – Haji Bagh - HMT – Parimpora –Zonimar - Zadibal – Lal Bazaar – Hazratbal – Saidakadal –Dalgate - Sonwar- Pantha Chowk. For the development of IMRR corridor, the missing links in South, West and North directions from Pampore to Humhama, Sheikhpora to HMT via Sebdan, Harran and Soibough and Parimpora to Zadibal via Khushalsar will have to be developed. However, its alignment shall be finalised on ground and total length shall be about 65 km. IMRR will be upgraded in phase-I.

4.4.3. Outer Ring Road (ORR):

This is the main spine of regional network and Outer Ring of Srinagar city‘s. Passing through five districts the road connects important functional nodes. The proposed alignment of the ORR is as follows: Galandhar – Khanda – Budgam – Narbal – Rambirgarh - Sumbal – Ganderbal – Pandach – Zakura - Shalimar Bagh – Dalgate – Pantha Chowk – Pampore and back to Galandhar. The objective is not only to promote mobility but accessibility and efficient connections. Therefore, the Outer Ring-Radial road network will have to be rationally connected to radials entering it from different directions viz; Anantnag (NH-44), Pulwama, Chadoora, Rangreth, Airport, Baramulla, Bandipora and Ganderbal (NH-1D). While the radials suffer from severe congestion with v/c ratios measuring above 1.0, most of the road intersections are based on poor geometric design. Widening of important radials are proposed to improve the overall efficiency of transport network. The total length of proposed ORR shall be about 105 km and about 61 km out of the total length of the ring road from Galandhar to Ganderbal is already approved by the GoI for a 60 metre RoW and design speed of 100 Km/hr, comes under Phase I and remaining 44 km portion comes under Phase II. The outer bypass from Galandhar to Rebtar near Sumbal will form part of the proposed Outer Ring Road. The Galandhar- Ganderbal ring Road is proposed to be a fully access-controlled high speed corridor with segregated Service Roads on both sides. The road has to be developed as an expressway for regional traffic and shall be designated as a new bye-pass to Srinagar city. The section of the road traversing through flood plains shall be constructed on piers so that the natural flood basin is not affected. 4.4.4. Apart from the regional roads, the other proposed road network will have hierarchy of 60 m, 30 m, 20 m, 10 m wide and below roads (Figure 4.9). Other than these, the existing Roads are kept as it is as approach roads for the settlements. Hierarchy of Road Network has been described as follows.

i. Arterial Roads- 60 m Wide The arterial roads are the regional corridors or outer bypass meant for access controlled high speed traffic. These roads are recommended to have a RoW of more than 60 metres.

RITES Ltd. Page 4-14 Comprehensive Mobility Plan for Srinagar Final CMP Chapter 4: Development of CMP ii. Sub-Arterial Roads- 30-60 m Wide

All major city roads and other district roads creating important communication lines for inter-city and intra-city traffic are classified as Sub-Arterials Roads. These roads will have the RoW of 30 - 60 metres.

iii. Collector Streets- 20-30 m Wide

All urban streets providing transition to sub-arterials within the study area are defined as the Collector Streets. These roads include the roads with recommended RoW of 20 metres but less than 30 metres. These roads will have comparatively lesser speeds and will have the maximum intensity of city traffic.

iv. Local Streets- 10-20 m Wide

These are the non-high capacity bus corridors generally meant for paratransit traffic. These roads include the streets with recommended RoW of 10 metres but less than 20 metres are designated as Sub-Arterials.

4.4.5. About 120 km of road network has been identified for widening /development across the city along with NMT facilities. The important radials roads connecting to the all three type of ring roads are proposed to be widened /developed with NMT to improve the overall efficiency of transport network. Also, the widening of three river bridges as a part of the ring roads, from existing two lanes to six lanes has been proposed. These are located at Shadipora (ORR), Ganderbal (ORR) and Parimpora (IMRR). The proposed road network is presented in Figure 4.8.

4.5. PREPARATION OF NMT FACILITY IMPROVEMENT PLAN

NMT/pedestrian infrastructure is the basic component of sustainable transport for any City. The provision of NMT facilities in Srinagar are proposed to be developed as a part of the overall road development program. To promote NMT usage, priority has to be given to pedestrian and NMV safety. This would be addressed by segregation of NMT from motorized vehicles. It is observed that footpaths, wherever available in the City, are underutilized. The facility becomes unusable due to discontinuity at frequent intervals arising out of various factors as encroachment, design flaws and natural deterioration etc. In order to improve the NMT scenario on ground, maintenance is to be considered as important provision related to the infrastructure. Provision of continuous footpaths and NMV lanes for cycle throughout the City is recommended to provide the safe mobility environment for NMT while improving upon the traffic flow. Following measures are recommended for pedestrian/NMT infrastructure: Footpaths to be installed on all the mobility corridors throughout the City. Minimum recommended width for footpaths is 2.0 m exception being, roads with ROW below 10 m where footpath of 1.5 m may be provided to accommodate minimum required carriageway of 7 m.

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FIGURE 4.9: PROPOSED ROW CROSS-SECTIONS

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Footpath should be provided on both sides of the road. Footpaths to be raised by unmountable kerbs of height 150 mm. Footpaths wherever discontinued, to be raised by table top crossing. Strict enforcement to restrict motorized vehicles from entering NMV lanes and footpaths and also to discourage encroachment and vandalism of the NMV infrastructure. All roads with medians to have rail guards to discourage jaywalking along with opening at every 1 km distance to allow pedestrians to cross with a pedestrian crossing signal as a minimum requirement. Zebra crossings to be provided at all at grade junctions.

4.5.1. Hawkers Zone

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

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

Inter-modal integration explores the coordinated use of two or more modes of transport for efficient, speedy, safe, pleasant and comfortable movement of passengers in urban areas. It provides convenient and economical connection of various modes to make complete journey from origin to destination. All the proposals given under Public Transport Improvement Plan i.e. MRTS, Bus system, Para transit system have been proposed to be integrated with each other for efficient passenger movement. The NMT have also been integrated with other motorized modes.

4.7. INLAND MULTIMODAL CONTAINER DEPOT/DRY PORT

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It is proposed to develop an Inland Multimodal Container Depot near Budgam Railway Station which shall comprise IFC, Truck Terminal, grain mandi, Fruit and Vegetable Mandi with all facilities for wholesale businesses, warehousing, cold storage, loading /unloading facilities, parking, workshops etc. By developing IMCD at Budgam, heavy goods traffic entering city will be directed along its periphery and light/small goods carrier vehicles can be used for intra-city freight movement. In addition, a mini-IFC is also proposed at Nowgam along the railway line. This is in line with proposal based on recommendation of master plan - 2035 for developing an outer ring road which will help diversion of through freight traffic in the area. One IFC is proposed to be taken up in Phase I and other in Phase II. It is recommended that the priority of implementations may be decided by the State Govt.

4.8. PLANS FOR INTELLIGENT TRANSPORT SYSTEM

4.8.1. Ticketing System

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

4.8.1. Information System

Intelligent Transport System is proposed to be implemented with setting up of System Control Centers (SCC) for the same. ITS features such as traffic signaling, passenger information, fare collection and integration systems, operations control and communications to be in place and well integrated. High-quality passenger information and audio announcements are proposed for convenience of the passengers on buses and at stations. Bus stations proposed to have real-time next bus information displays. Passenger information is proposed to be centrally accessible to monitoring for better management (Figure 4.10).

FIGURE 4.10: INFORMATION SYSTEM

Display for passenger Next-bus information Route information information

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4.9.1. Parking Plan

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

Residency Road from Polo View to Jehangir Chowk, NH-44 from Pantha Chowk to Parimpora via Lal Chowk along MA Road, Nallamar Road, Karan Nagar Road from Fire & Emergency Office to Safa Kadal, Shaheed Gunj Road upto Karan Nagar Chowk, NH Bye-pass from Pantha Chowk to Parimpora, KZP Road from Dalgate up to Soura, SMS Road from Khanyar up to Hazratbal and Ali Jan Road from Safa Kadal to Soura are identified important roads lying in commercial areas and witness high degree of traffic congestion mainly because of parking spill-over are proposed as No Parking roads to improve mobility in the core area.

To curb on-street parking, five locations are identified for the development of Multilevel parking lots either as automated or otherwise. These multi-level parking lots will take care of both existing on-street parking and future demand of the core area. All multi-level or exclusive parking facilities for private parking shall also provide and at least 10% of total space provision for IPT modes, NMV and feeder buses, as per local requirement. Surface parking (Off street) provisions are planned at 14 locations. However, more details shall be worked out during the DPR/ execution stage of the project. Identified locations for the development of parking (Surface & Automated Multilevel off street Parking) and phasing are presented in Figure 4.11 and Table 4.6 .

TABLE 4.6: PROPOSED PARKING AND PHASING SNo. Parking Phasing SNo. Parking Phasing Off –street Surface Parking 1. Rambagh Phase I 8. Nigeen Lake Phase I 2. Polo view Phase I 9. Pantha chowk Phase II 3. Dal Gate Phase I 10. Nowgam Railway Station Phase II 4. Batamaloo Phase I 11. Budgam Railway Station Phase II 5. Khanyar Phase I 12. Mughal Garden Phase II 6. Nowhatta Phase I 13. Hazratbal Phase II 7. Syed Mansoor Phase I 14. SKIMS Soura Phase II Multilevel parking 1. Shaheed Gunj Phase I 4 Badamwari Phase II 2. Press Enclave Phase I 5 Airport Phase II 3. Sheikh Bagh Phase I

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RITES Ltd. Page 4-21 Comprehensive Mobility Plan for Srinagar Final CMP Chapter 4: Development of CMP 4.9.2. Traffic Control Measures

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

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

The junctions where major improvements are not possible due to constraints are proposed for at grade geometric improvements with proper signalization (variable cycle, coordinated/synchronized or vehicle actuated signals), pedestrian signal phasing while others are proposed for improvement in junction geometry along with grade separation as feasible. The corridor improvement has to be planned for the junctions in series and located very close to enhance the overall capacity of the corridor. The total 20 critical junctions have been identified for improvement. Most of the junctions are either lying at the proposed outer ring road (ORR), intermediate ring road (IMRR), inner ring road (IRR) or at the important arterial roads. The improvements of these junctions have been proposed based on the available data. However, more detailed plans shall be worked out during the detailed study of these locations and additional modifications could be suggested at that stage. The details are given in Table 4.7 and Figure 4.12. Also, it is recommended that all the junctions should be installed with security cameras for incident detection and overall safety. Junctions lies on IMRR, IRR and Arterial roads are planned to be improved in phase I and junctions on ORR in phase II.

Three river bridges as a part of the ring roads, from existing two lanes to six lanes have been proposed for upgradation. Shadipora, Ganderbal are located on ORR and Parimpora on IMRR.

TABLE 4.7 JUNCTIONS IMPROVEMENT PROPOSALS AND PHASING S. No. Junction Name Locations Phasing Proposed Junctions for Grade separation 1 Nowgam Chowk Arterial Road Phase I 2 Sanat Nagar Chowk Arterial Road Phase I 3 Tengpora-Batamaloo Crossing IRR Phase I 4 Bemina Chowk IRR Phase I 5 Parimpora Chowk IMRR Phase I 6 Shalteng Chowk Arterial Road Phase I 7 Humhama Chowk IMRR Phase I 8 Jhelum Bund near GPO to Sangar Mall Arterial Road Phase I

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S. No. Junction Name Locations Phasing Proposed Junctions for Grade separation 9 J&K Bank Corporate Office Crossing ORR Phase II 10 Narbal Crossing ORR Phase II 11 Jawaharpora Narbal Crossing ORR Phase II 12 Mirgund Crossing ORR Phase II 13 Kandizal Crossing ORR Phase II 14 Ichigam Crossing ORR Phase II 15 Pantha Chowk ORR Phase II 16 Dalgate crossing ORR Phase II Proposed Junctions for Signalizations 1 Soura Chowk Arterial Road Phase I 2 Ilahi Bagh IMRR Phase I 3 Karan Nagar Arterial Road Phase I 4 Baghat Chowk Arterial Road Phase I Signal timing plays an important role in managing the congestion at the junction. SCOOT (Split Cycle Offset Optimization Technique), is a tool for managing and controlling traffic signals in urban areas. It is an adaptive system that responds automatically to fluctuations in traffic flow through the use of on-street detectors embedded in the road. This system typically reduces traffic delay by an average of 20% in urban areas. Apart from this, SCOOT also contains other traffic management facilities such as:

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

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

4.9.3. Traffic Safety Plan

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

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

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

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

Public Awareness Program (PAP) is an integral component of the strategy for Traffic Safety. Traffic safety should be inculcated at an early stage. To achieve this, widespread Public Awareness Programs should be carried out in educational institutes. These programs may be conducted by NGOs in close coordination of Traffic Police. PAP put into operation effectively will go long way in enabling the implementation of above proposed safety measures.

4.10. INFORM AND ENGAGE STAKEHOLDERS INCLUDING CITIZENS

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

4.11. REGULATORY AND INSTITUTIONAL MEASURES

4.11.1. Regulatory Measures

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

Transportation Demand Management or TDM refers to various strategies that change travel behavior (how, when and where people travel) in order to increase transport

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system efficiency and achieve specific objectives such as reduced traffic congestion, increased safety, improved mobility for non-drivers, energy conservation and pollution emission reductions. Table 4.8 gives the TDM Measures used worldwide to manage the transport demand in the cities.

TABLE 4.8 TRANSPORT DEMAND MANAGEMENT MEASURES Type Of Measures Measure Economic Measures Road user charges Parking charges Public transport subsidization Fuel Tax Restraint on Vehicle Ownership Land use Car free developments and location of new developments Park and Ride Facilities Public transport promotion Intensive development along major PT routes Information for Travelers Travel Information before a trip is undertaken Car Sharing Administrative Measures Parking Controls Pedestrianised Zones Alternative working patterns (Flexi time etc.) Different weekly offs days for various market areas

i. Park and Ride and PT Promotion

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

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

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parking spaces. Parking permit fees may also be waived or reduced for HOVs as an added incentive.

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

iii. Alternative Measures

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

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

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

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

At present IPT modes are playing major role in the total transport scenario of Srinagar. Fragmented and disorganized operation is the major drawback of the existing IPT operation. IPT should be made an integral component of the transportation system in Srinagar for more meaningful role and structured operation. Thus, there is a necessity

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

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

4.11.2. Institutional Measures

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

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

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

Following is the list of primary institutions concerned with different facets of transport and other infrastructure in Srinagar: Srinagar Municipal Corporation(SMC) Jammu & Kashmir State Road Transport Corporation (JKSRTC) Traffic Police Department b. Organization of PT & IPT Operation

Public transport system in Srinagar is unorganized. Being individually dominated unorganized operation; the role played by PT modes goes unrecognized and is

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resulting in underutilization of resources. Organized bus system has been proposed as a part of public transport improvement plan. It is proposed to form an organized agency in charge of providing transport services in Srinagar city. For that purpose, a Special Purpose Vehicle (SPV) may be set up as a public-private partnership by way of granting route permits to private bus operators to run their buses in the city. SPV may be formed with the following objectives: To create specialized and effective agency to monitor the intra-city public transport system. To establish and maintain modern capacity means of public transport. To develop support system for improving transport infrastructure. SPV will concentrate mainly on planning, implementing, setting service quality standards and monitoring performance and out sources operations, revenue collection, and so on to private companies in a transparent manner. c. Enforcement Measures by Traffic Police The traffic regulatory measures are looked after by the Superintendent of Police supported by the Additional Superintendent of Police and Deputy Superintendent of Police and assisted by the Circle Inspector, Sub-Inspectors and assistant Sub-Inspector. Strict enforcement by Police is required to ensure the smooth flow of traffic and implementation of the proposals. Following measures are proposed for the same:

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

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

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

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

The metro rail policy - 2017 makes it mandatory for the cities which are planning to have MRTS to address their mass transport requirements to have city level UMTA. Major functions of UMTA as envisaged in the study are presented in Figure 4.13.

FIGURE 4.13 UMTA'S FUNCTIONS

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

The study proposes that UMTA could be given a larger set of functions through legislation, but be assigned these functions in stages, as the organization evolves and builds capacity, and as higher level of acceptance is achieved about UMTA’s role amongst key stakeholders. UMTA could thus first take up the range of functions that today are the key gaps or overlaps and gradually it can look towards rationalizing functions of existing agencies and taking over an appropriate group of functions. In this light, UMTA may be assigned functions which lie between the aforesaid two

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extremes arrangements, and less complex and feasible in operationalization. The extent of functions involved under this arrangement are given below:

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

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

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Representatives Role Representatives from Local Government Municipal Corporation (Mayor / Commissioner) Member Development Authority (Commissioner) Chairperson Members from Private Sector Corporate Governance Expert Member Finance Expert Member Law Expert Member Urban Transport Institutions’ Representative Member Public Transport Beneficiaries’ Representative Member Representative of Cyclists and Pedestrians Member Employers’ Representative Member

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

The governing board of an UMTA for a particular metropolitan or urban area will be assisted by a fully-fledged organisation headed by a full time Chief Executive. The CEO will be responsible for all day-to-day activities of UMTA in accordance with the policies approved by the board and the delegations given by the board.

A schematic organisation structure for a UMTA with the preferred range of functions is illustrated in Figure 4.14.

FIGURE 4.14 ORGANISATION STRUCTURE FOR UMTA

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

A large number of agencies deal with roads such as Srinagar Municipal Corporation, Srinagar Development Authority, Traffic Police, PWD, NHAI, etc. There are numerous issues of proper road geometrics, traffic circulation, junction design, traffic signals, road signs/markings, street furniture etc. which are properly attended to by these agencies due to lack of traffic engineering expertise. Traffic planning is a continuous affair. It is therefore important that Traffic Engineering Cells are established within SMC/SDA & Traffic Police with qualified and adequate staff such as traffic engineers. This will ensure that the traffic schemes are properly implemented with better results and fine-tuned later, if necessary. This will go a long way to improve traffic flow in Srinagar.

4.12. DEVELOPMENT OF FISCAL MEASURES

4.12.1. Fare Policy for Public Transport

a. Principles for Rational Public Transport Tariff Design

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

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

An increase in public transport fares could lead to modal shift to private modes. Thus, public transport fares would have to be benchmarked on the cost of alternative modes

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of transport to ensure that a modal shift is checked. For addressing issues of social sustainability, it is imperative that the fares be kept sufficiently low. However, tariffs should provide incentives for efficiency improvements so as to reduce the cost of operation. c. Subsidy Administration

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

Fare Revision mechanism should be reasonable, transparent, and accepted to both, the passenger and the operator. Generally, the fare revision process is not transparent or scientific. Today the fare revisions are usually a compromise between competing pressures from operators for an enhancement in the fares and pressures from commuters for not affecting any increase. Invariably, there is a time lag between such an increase in the input costs and the increase in fares leading to delays in fleet augmentation and replacement and thus poor quality of service. However, for improvements in the service quality fare revisions should be rationalized and made systematic e. Fare Integration

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

4.12.2. Parking Pricing Strategy

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

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

RITES Ltd. Page 4-34 Comprehensive Mobility Plan for Srinagar Final CMP Chapter 4: Development of CMP a. Parking Pricing for Core Area

It is proposed to levy incremental parking charges upon on-street parking in the areas identified for the City. Along with this, off street parking complexes need to be developed to accommodate private vehicles as well as to provide defined space for goods IPT vehicles facilitating goods transaction without hurdling the traffic. It is proposed that about 10% ECS shall be left reserved for goods IPT vehicles in each off street parking complex. For an efficient utilization of available space, long term parking shall be discouraged by levying incremental fares.

b. Other measures: As parking is un-satiated demand, it is proposed that regulatory tools need to be adopted to cater parking demand generated by a building inside its own premise. This will cater to the parking demand likely to be generated by upcoming developments in the City. Broad measures to ensure availability of parking inside a building premise include:

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

4.13. MOBILITY IMPROVEMENT MEASURES PROPOSED IN CMP AND NUTP OBJECTIVES

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

Incorporating urban transportation as an important parameter at the urban planning stage rather than being a consequential requirement. Bringing about a more equitable allocation of road space with people, rather than vehicles, as its main focus PT should be citywide, safe, seamless, user friendly, reliable and should provide good ambience with well-behaved drivers and conductors Walk and cycle should become safe modes of UT Introducing Intelligent Transport Systems for traffic management Addressing concerns of road safety and trauma response Raising finances, through innovative mechanisms

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Establishing institutional mechanisms for enhanced coordination in the planning and management of transport systems. Building capacity (institutional and manpower) to plan for sustainable urban transport and establishing knowledge management system that would service the needs of all urban transport professionals, such as planners, researchers, teachers, students, etc. The land use and transport measures proposed in the CMP will improve mobility in the metropolitan area and cover the critical issues addressed in the NUTP. Table 4.9 summarizes the relationship between the NUTP objectives and the measures proposed in the CMP.

TABLE 4.9 SUMMARY OF MOBILITY IMPROVEMENT MEASURES PROPOSED IN CMP IN RELATION TO NUTP

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

RITES Ltd. Page 4-36 Comprehensive Mobility Plan for Srinagar Final CMP Chapter 4: Development of CMP 4.14. IMPACT OF THE PROPOSED MEASURES ON SERVICE LEVEL BENCHMARK

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

Public transport facilities Pedestrian infrastructure facilities Non Motorized Transport (NMT)facilities Level of usage of Intelligent Transport System (ITS) facilities Travel speed (Motorized and Mass Transit) along major corridors Availability of parking spaces Road safety Pollution levels Integrated land use transport system Financial sustainability of public transport Now, with proposals drafted for preferred sustainable transport scenario, the benchmarking against all the SLBs are again taken up to assess the benefits to be accrued in future by adopting the proposals in this report.

4.14.1. LOS of Public Transport Facilities

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

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

With MRTS priority corridors of 42.5 km length, 10 bus routes of total 240 km length, it is expected that Srinagar will have a wide spread, accessible, comfortable and good transport system, placing it in the highest bracket of LOS 1.

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The SLB parameters for pedestrian infrastructure facilities include the following:

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

These parameters cover the percentage of road length along the arterial and major road network or Public Transport corridors and at intersection that has adequate barrier free pedestrian facilities. With 120 km of road network identified for provision of NMV / pedestrian infrastructure, 4 major junctions identified for signalization with provision of pedestrian phasing and 16 junctions for grade separation and provision of parking at identified locations to remove encroachments from footpath, Srinagar is expected to achieve LOS 1.

4.14.3. LOS of Non-Motorized Transport Facilities

The SLB parameters for NMT facilities include:

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

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

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

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Public transport services have been recommended for installation of GPS, security cameras and panic buttons along with linking with traffic control center for incident detection and response. Also, all major junctions in the city are recommended to be installed with security cameras. Fare integration have also been recommended between different modes. 4.14.5. LOS for Travel Speeds along Major corridors

This level of service provides an indication of effective travel time or speed of Public / private vehicles by taking into account indications of congestion or traffic density. This level of service is along corridors, and not indicative of overall level of service from origin to destination. The parameters identified to assess the level of service include: Average Travel speed of Personal vehicles (KMPH) Average Travel speed of Public Transport (KMPH) With an extensive network of outer ring road, inner ring road and arterials identified for the city, along with footpath and NMV network to avoid vehicular – pedestrian conflict, it is expected that Srinagar will be placed in the LOS 1 for Travel Speeds.

4.14.6. LOS of Availability of Parking Spaces

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

4.14.7. LOS of Road Safety

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

4.14.8. LOS of Pollution Levels

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

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

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

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It Indicates the effectiveness of land use-transport arrangements and Identify the level of integrated land use transport system expected to result in overall trip reduction and mode shift in favor of public transit. As indicated in the public transport proposals, the MRTS corridors have been identified on the basis of major trip generation which is a function of land use. As such, the city fares at LOS 1 for this SLB. 4.14.10. LOS of Financial Sustainability of Public Transport

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

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

5.1. PREPARATION OF IMPLEMENTATION PROGRAM

5.1.1. Unit Rates Adopted

The CMP recommends proposals for Public Transport System, New Bus Terminals, Inland water transport, Pedestrian Facilities, Road Infrastructure, Intersection Improvement, NMT etc for the Study Area to cater to travel demand up to the year 2044. Broad cost estimates have been worked out to assess the requirement of funds. Unit rates of different components have been adopted from previous Reports for other Cities. (Table 5-1).

TABLE 5-1 UNIT RATES (AT 2019 PRICES)

Unit Rates S.No. Proposals Units (Rs in Crore) 1 Public Transport Improvement Proposals a. MRTS per km 231.00 b. Buses / Mini Buses per Bus 0.44 c. Inland Water Transport System per km 6.4 2 Commuter Rail a. Upgradation of Existing Track per km 3.5 b. New Tracks per km 28.9 3 Terminals per km a. Up gradation of Existing Bus terminal Each 14.3 b. Bus Terminals cum Depot Each 44.0 4 Road Improvement Projects Outer Ring Road (ORR) total length 105km out of which a. 44km new road is proposed per km 9.90 Up gradation of Remaining ORR of 61 km 6.60 Inter-Mediate Ring Road (IMRR) (existing 2/4 lanes to 6 lanes b. divided c/w) per km 6.60 Inner ring road (Core Ring Road) (existing 2/4 lanes to 4/6 c. lanes divided c/w) per km 6.60 Road Widening and Improvement (existing 2/4 lanes to 6 d. lanes) with NMT per km 6.60 Upgradation of River bridge (3 lane d/d carriageway) (Avg. e. 600m length) per Bridge 93.50 5 Intersection Improvement a. Geometric Improvement with signalization Per junction 1.1 b. Grade Separated (6 lane c/w) Per junction 16.50 6 Parking a. Off-street Parking per location 5.50 b. Multilevel Parking per location 22.00 7 Inland Multimodal Container Depot/Dry Port per location 69.5 Source: Unit Rate based on past studies/projects for various Indian Cities. Rates are subject to change during DPR stage of each project. Unit rates are assumed 10 % higher from CMP Jammu unit rates considering the increased transportation and labour cost. RITES Ltd. Page 5-1 Comprehensive Mobility Plan for Srinagar Final CMP Chapter 5: Implementation Plan

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

5.2. PRIORITIZATION OF SUB-PROJECTS

5.2.1. Public Transport Projects

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

5.2.2. Road Infrastructure Improvement Projects

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

5.2.3. Terminals

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

5.2.4. Parking

CMP proposes removal of on street parking and provision of off street/ multilevel parking at 19 locations in the entire City, out of which 5 locations for multi level parking and remaining 14 for the off-street surface parking have been identified. Table 5-2 gives the phasing and broad cost estimates for Parking.

5.3. FUNDING OF PROJECTS & MONITORING OF CMP

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

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TABLE 5-2 PHASE WISE COSTING OF THE CMP PROJECTS Quantity Cost (In Cr) new unit Total Phase I Phase Phase Phase I Phase Phase Quantity rates (Rs Cost (Rs by II by III by by II by III by S.No. Proposals units (Total) in crore) in crore) 2024 2034 2044 2024 2034 2044 1 Public Transport Improvement Proposals a. MRTS Per Km 42.5 231.00 9817.5 25.0 17.5 0.0 5775.0 4042.5 0.0 b. Buses / Mini Buses Per Bus 2300.0 0.44 1012.0 1200.0 600.0 500.0 528.0 264.0 220.0 c. Inland Water Transport System Per Km 60.0 6.4 382.0 23.0 37.0 0.0 146.4 235.6 0.0 2 Commuter Rail a. Upgradation of Existing Track Per Km 140.0 3.5 486.2 140.0 0.0 0.0 486.2 0.0 0.0 b. New Tracks Per Km 170.0 28.9 4919.9 0.0 70.0 100.0 0.0 2025.8 2894.1 3 Terminals Per Km a. Upgradation of Existing Bus terminal Each 6.0 14.3 85.8 4.0 2.0 0.0 57.2 28.6 0.0 b. Bus Terminals cum Depot Each 5.0 44.0 220.0 3.0 2.0 0.0 132.0 88.0 0.0 4 Road Improvement Projects Outer Ring Road (ORR) total length 105km out of which a. New Road 44km Per Km 44.0 9.90 435.6 0.0 44.0 0.0 0.0 435.6 0.0 b. Upgradation of Remaining ORR of 61 km 61.0 6.60 402.6 61.0 0.0 0.0 402.6 0.0 0.0 Inter-Mediate Ring Road (IMRR) (existing 2/4 lanes to 6 c. lanes) Per Km 65.0 6.60 429.0 65.0 0.0 0.0 429.0 0.0 0.0 d. Inner ring road (Core Ring Road) Per Km 20.0 6.60 132.0 20.0 0.0 0.0 132.0 0.0 0.0 Road Widening and Improvement (existing 2/4 lanes to 6 e. lanes) with NMT Per Km 120.0 6.60 792.0 120.0 0.0 0.0 792.0 0.0 0.0 Upgradation of River bridge (3 lanes d/d carriageway) (Avg. f. 600m length) Per Bridge 3.0 93.50 280.5 1.0 2.0 0.0 93.5 187.0 0.0 5 Intersection Improvement a. Geometric Improvement with signalization Per Junction 4.0 1.1 4.4 4.0 0.0 0.0 4.4 0.0 0.0 b. Grade Separated (6 lanes c/w) Per Junction 16.0 16.50 264.0 8.0 8.0 0.0 132.0 132.0 0.0 6 Parking a. Off-street Parking Per Location 14.0 5.50 77.0 8.0 6.0 0.0 44.0 33.0 0.0 b. Multilevel Parking Per Location 5.0 22.00 110.0 3.0 2.0 0.0 66.0 44.0 0.0 7 Inland Multimodal Container Depot/Dry Port Per Location 2 69.5 138.915 1 1 0 69.5 69.5 0.0 Total 19989.4 9289.8 7585.6 3114.1 Source: Unit Rate based on past studies/projects for various Indian Cities. Rates are subject to change during DPR stage of each project. Unit rates are assumed 10 % higher from CMP Jammu unit rates considering the increased transportation and labour cost.

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

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

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

5.3.1. Implementation Mechanism

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

Projects with social responsibility on sponsorship pattern (eg: improvement and maintenance of junctions). Annuity format of BOT projects which have less return potentials and high capital intensive (eg: Development and maintenance of City Roads in Trivandrum City).

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

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Commercial projects BOT projects (eg: Coimbatore Bypass in Tamil Nadu, Bridge connecting Wellington Island and Mattancherry in Kochi in Kerala). PPP for urban bus services (eg. AICTSL for Indore city bus operation)

5.3.2. Indirect sources for funding Urban Transport infrastructure

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

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

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

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

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

Development rights granted by cities to the areas near the transportation project, either at very low cost to owners or in some cases free. These benefits could instead

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be held in escrow by the transport project itself, and made available to property owners on a paid basis, with the money earned through such transactions available to under-write a portion of the project costs.

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

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

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

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

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

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at municipal levels, the preferred option is to have UTF with jurisdiction similar to UMTA jurisdiction.

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

Sources of funds are summarised below.

5.4. ACTION PLAN AND BUDGET PLAN

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

Approval of CMP by Govt. of J&K; and other concerned departments / agencies & MOUD, GOI Prepare Alternatives Analysis Report to identify best alternative MRTS mode on Phase I network.

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

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