Draft Final Report - Knowledge Management Centre for Urban … reports/CMP/Indore... · 2017-01-04 · The rapid growth of the City and with it the associated urban sprawl has drawn

Indore Municipal Corporation

COMPREHENSIVE MOBILITY PLAN FOR INDORE URBAN AREAFOR INDORE URBAN AREA

Draft Final Report

(A Government of India Enterprise)

July 2012

COMPREHENSIVE MOBILITY PLAN (CMP) FOR INDORE URBAN AREA 1 - 1

DRAFT FINAL REPORT July 2012 Chapter 1 Introduction

1. INTRODUCTION

1.1 Background

Indore, a historical City situated on the banks of rivers Khan and Saraswati, is the largest City of ‘Indore Agro Industrial Region’ of Madhya Pradesh. It is almost centrally located on the fertile Malwa Plateau at latitude 22° 43’ North and longitude 76° 42’ East and is the nerve centre of the economic activities of the State.

Indore is the commercial center of the state located 190 km west of state capital Bhopal. It is a premier centre for education, medical institutes and is a major industrial hub of Central India. The City is having highest per capita income in the state of Madhya Pradesh. As a historical as well as a modern City, it is attracting number of industries and is undergoing an economic surge. It is also an important tourist destination with a number of tourist attractions in and around Indore within 100 km radius.

The rapid industrial and commercial development coupled with the rise in population in the recent past has contributed to a large scale increase in traffic in the City. This increasing intensity of traffic has resulted in the manifestation of a number of problems which pose a potential threat to the economic vitality and productive efficiency of the City. Traffic congestion is already severe on many road sections and parking problems are aggravating. The mass transport share is low and as a result, the City is experiencing rise in the use of personalized modes (specially two wheelers) and consequently facing severe problems of congestion while vehicular pollution is assuming critical dimensions.

The rapid growth of the City and with it the associated urban sprawl has drawn attention of City agencies to the escalating requirement of better infrastructure.

1.2 Need of the present Study

Indore Urban Area is poised for a higher growth in coming decades. Problems are bound to grow in magnitude unless advance actions are undertaken now. There is an urgent need for significant improvements in the transport system including mass transport system keeping in view the long term requirements of the City. The Indore Municipal Corporation (IMC), thus, is contemplating to take up advance measures and has therefore decided to undertake a detailed study for the Indore Urban Area which will give short, medium and long term requirement of transportation infrastructure. Following this, IMC has appointed RITES Ltd. to prepare a Comprehensive Mobility Plan (CMP) for Indore Urban Area for next 20 years i.e. for the time period 2011-2031. The horizon year for the Study is 2031.



1.3 Objectives of a CMP

Goal of a CMP is to provide a long-term strategy for the desirable mobility pattern of a city’s populace. To achieve this goal, the following are the main objectives:

i. To provide a long-term vision(s) and goals for desirable urban development in each city

ii. To illustrate a basic plan for urban development and include a list of proposed urban land use and transport measures to be implemented within a time span of 20 years or more

iii. To ensure that the most appropriate, sustainable and cost-effective implementation program is undertaken in the urban transport sector.

1.4 Scope of the CMP Study

i. CMP integrates mobility plan with land use plan and spells out the projected mobility needs of the City as also the manner in which such mobility needs are proposed to be met.

ii. The focus is on analyzing the existing transportation scenario, examining the pattern of growth of the City and projecting the passenger and freight mobility requirements for the next 20 years, keeping in view the attributes like population, employment, business, commerce, industry, growth of the City, among others.

iii. As a part of this exercise and in order to meet the present and projected mobility needs of Indore, several projects for implementation under short, medium and long term have been identified.

The detailed Scope of Work is described below:

a) Collection and Analysis of Data on Urban Transport Environment

The client has provided the relevant data and reports available, to be used in the study and facilitated the Consultant in collection of such data and reports from the concerned departments/ agencies of the Governments. The data relates to the socio – economic characteristics, sectoral land use plan, right of way details of key corridors, vehicle ownership details, accident data, traffic counts at various locations in the study area and surrounding network, household survey data, road network inventory including competing links, transport policy & plan and other available engineering parameters relevant to the project. All project related data have been compiled and reviewed thoroughly to evolve firm database for the fruitful outcome of the study.

The Consultant, after reviewing the available information, identified the data gaps/additional data requirements needed. The methodology of obtaining the same have been discussed and finalized to mutual satisfaction and included primary surveys.



b) Demographic & Socio-Economic Analysis

The population of the Indore Urban Complex has been assessed from various secondary sources in order to obtain first hand information of the current demographic scenario. This stage involved assessment of historical development of Indore and its catchment areas along with analysis of demographic and socio-economic attributes like population, literacy, sex ratio, income, etc.

c) Traffic Surveys & Inventories

The objective of carrying out the traffic surveys is to provide the necessary information regarding:-

• Present traffic flows on different links/nodes of the network

• Assessment of the level of service at different sections of the road network.

• Vehicle characteristics for determination of vehicle operating costs.

• Identification of Transport System Management measures.

The Consultant has identified the locations for carrying out the traffic surveys in order to assess the current traffic scenario in the area. The Consultant has used all the survey data/reports provided by the client in carrying out its analysis for traffic and other aspects. In order to validate and update the secondary data to present situation, the Consultant has conducted required primary surveys. The Consultant has finalized the traffic survey locations in consultation with the client and performed surveys as per the prescribed standards.

i. Manual Classified Counts

Classified volume counts have been conducted at critical links and intersections for a period of 16 hours including the distinct morning and evening peak hours in which the road stretches/ intersections experience the heaviest traffic flow. These surveys at outer cordon locations have been conducted for 24 hours. The traffic count provided the following information:

• Category wise hourly flow of vehicles

• Category wise hourly turning movement of vehicles

• Variation in flow before, during and after the peak hour

ii. Parking Survey

Work centers, business centers, shopping complexes and tourist places are the major attractors of traffic and therefore generators for parking demand. In order to formulate the alternate parking demand schemes, it is necessary to estimate the parking demand and characteristics of the parked vehicles.

In the study process, the parking demand has been obtained by manual count of different categories of vehicles along the major road stretches and other places. The survey has been



conducted for a period of 12 hours continuously on all major off-street parking lots/corridors.

iii. Origin-Destination (OD) Survey

Origin - destination surveys has been conducted through roadside interview method for 24 hours on the outer cordon locations i.e. major entry/exit points from the City. The location and timing of the roadside interviews coincided with that of traffic counts to facilitate adjustment for sampling. The information has been obtained by trained enumerators and experienced supervisors about the type of vehicle, type of commodity carried, origin and destination, purpose of trip, place of residence and employment of road user, and frequency of travel.

iv. Inventory of existing roads

Inventory study along all the major roads (existing) i.e. Arterial, Sub Arterial, National Highways, State Highways, etc. has been conducted in adequate detail and features like link lengths, cross-sectional details, type and general condition of the surface, intersections falling therein, control devices, abutting land use, etc. has been collected.

v. Speed and Delay surveys

The purpose of this study is to find out the traffic carrying capacity and delays on road sections for the adequacy/deficiency of road, designing and phasing of the required improvements in the geometric features such as road type, number of traffic lanes, type and design of intersections, traffic control devices, traffic management measures, etc.

The Consultant has performed speed and delay survey during peak and off-peak hours to indicate the inherent deficiencies and level of services that each sections of the road network have to offer.

vi. Vehicle Operators Surveys

A sample survey of operators of taxis, auto rickshaws, goods vehicles has been conducted inside the City area with assistance from the vehicle owners’ associations. Information on vehicle and operating characteristics has been collected.

vii. Terminal Area Survey

This survey is conducted to collect information on movement patterns of passengers/ goods at major passenger and goods terminals: vehicle (goods and passenger) entry/ exit, including commodity/ occupancy, etc. The survey has been undertaken at main railway stations, bus terminals and freight terminals.



viii. Pedestrian Survey

Pedestrian surveys have been carried out in order to assess to existing pedestrian flows at identified major road sections. The surveys have been conducted to obtain details of number of pedestrians moving along/ across the road at the survey locations.

ix. Household survey

Household travel survey has been carried out on sample basis (1%) for assessing the O-D pattern and travel characteristics of the Study Area residents.

d) Data Processing

Available existing data and the data collected through the primary surveys has been processed in order to reveal the prevailing travel pattern of the intra-City as well inter-City passengers and goods vehicles. The adequacy/deficiencies existing in the present has been systematically analyzed with the help of standard software packages and other developed computer programs.

e) Planning of short term/immediate improvement measures

The Consultant has suggested immediate improvement measures, which basically will not involve land acquisition. The short term measures or the “low-cost traffic solutions” have been attempted through maximum utilization of the existing facilities through Transport System Management (TSM) Techniques. The short-term improvement measures broadly include the conceptual proposals for improvement of critical junctions covering following aspects related to junction improvement:

• Geometric Design

• Lane Markings

• Relocation of conflicting land use

• Signalisation

• Service Lane

• Traffic Management Measures

• Pedestrian and other Non-Motorized Transport Infrastructure

• Approach Roads

• Traffic signage, lane marking, street furniture

• Traffic Safety

f) Updating Transportation Model

The purpose of travel demand modeling is to project future travel demand in order to estimate the likely consequences of several alternatives talking into consideration the “Do-nothing Alternative”. Influences of transport upon different layers of socio-economic strata have been studied while developing such transport model.



In addition, the model integrates household activities, landuse pattern, traffic flow and regional demographics. The model estimates travel behavior with regard to longer-term choices of residential and employment locations, present and proposed land use, assumptions for any deviation in the proposed land use due to change in government policies and adoptive behavior in response to transportation system changes including fare and pricing policy.

g) Planning of Medium and Long Term Measures

The travel demand modeling stage has been used towards formulation of medium (up to 10 years) and long-term (up to 20 years) plans. The total transportation demand has been estimated both for passengers as well as goods traffic, which in turn is composed of intra-City, inter-City traffic (which also includes external traffic entering the City for want of a by-passable route). The medium/long term improvement measures broadly include the conceptual proposals for improvement/ development of the following:

• Pedestrian and other Non-Motorized Transport

• Public Transportation/MRTS

• Motorized Transport

• Intermediate Public Transport

• Road network Improvements

• Railway level crossings

• Parking facilities

• Freight movement

• Multi-modal transport options

• Passenger and freight terminals

h) Identification of Technologies and Inter-modal integration

After making an estimate of travel demand on the public transport network that needs to be developed, an assessment about possible alternative transport systems in relation to various corridors has been undertaken and an objective and technology neutral evaluation has been carried out based on a set of parameters as listed hereunder:

i. Capacity ii. Right-of-way requirements

iii. Speed iv. Capital & Operating Costs of various systems v. Financial feasibility

vi. Affordability vii. Environmental impacts

viii. Social impacts



i) Cost Estimate for the Identified Projects

The Consultant has provided the block cost estimates for the individual projects identified in the Comprehensive Mobility Plan (CMP).

j) Prioritization of Projects

The Consultant, after having identified the projects that would be necessary for implementing the plan, have also provided scheme of prioritization for the individual projects.

1.5 Study Area Profile

a) Study Area

The Study Area is the Indore Planning Area as defined by Master Plan 2021 and is approximately 505.25 sq km out of which 130.17 sq km of land is under the jurisdiction of Indore Municipal Corporation (IMC). The area outside the Municipal Boundary is “rest of the regulated area” as per Master Plan 2021 which falls under the jurisdiction of Indore Development Authority and is approximately 375.08 sq km.

Figure 1-2 shows the Indore and Municipal Area (IMA) and Indore Planning Area (IPA).

b) Demographic Pattern

As per 2011 Census, the population of Indore Municipal Area is 19.92 lakhs and 22.91 lakhs for Indore Urban Area. The average annual growth rate of population in Indore Municipal Area is 1.97%. For the Study Area, the growth rate has been 3.4% during the period 2001 to 2011. In 2001, Indore City (IMA) had a spread of an area of 130.17 sq. km, with the population of 16.39 lakh resulting in a population density of 12598 persons per sq. km. whereas, with the population of 19.92 lakh in 2011 and areas remaining same, the density has risen to 15315.4 persons per sq km. At the Planning Area level, as the City has spread and the area has increased from 130 sq km to 505 sq km during 2001-2011, the density has dropped from 15315 persons per sq km to 4534 persons per sq km during the period. Table 1.1 and Fig 1.1 give the population growth trends of IMA.



Table 1-1 Population Growth Trends of Indore Municipal Area Year Population Urban Area

(sq.km.) Decadal

Variation Pop. Dens.

(Per/sq.km.)

1901 99880 1911 57235 -42.70% 1921 107948 88.60% 1931 147100 36.27% 1941 203695 38.47% 1951 310859 52.61% 1961 359000 55.8 15.49% 6433.71971 572622 59.50% 1981 829000 44.77% 1991 1104000 130.1 33.17% 8485.82001 1639000 130.1 48.46% 12598.02011 1992535 130.1 21.57% 15315.42011 2290608 (Indore Planning Area) 505.25 39.78% 4534

2021* 2785897 505.25 5513Source: Master Plan of Indore (2021)*

Figure 1-1 Population Growth Trend of Indore Urban Agglomeration

0

5

10

15

20

25

30

1951 1961 1971 1981 1991 2001 2011 2021*

Population (in lakhs)



Figure 1-2 : Indore and Municipal Area (IMA) and Indore Planning Area (IPA) of Indore city

IPA

IMA



c) Socio Economic Profile

Indore Planning Area estimates about 7.45 lakh workers in 2021. Table 1-2 shows the growth trends of workforce in Indore Planning Area.

Table 1-2: Growth Trends in Workforce of Indore Urban Agglomeration

Year Workers

WFPR (%) Number Decadal Growth (%)

1961 1,13,397 - 30.9

1971 1,46,772 29.4 25.0

1981 2,47,400 68.6 28.8

1991 3,29,656 33.2 28.9

2001 5,16,000 51.2 30.0

2011 6,97,387 35.2 35.0

The workforce participation rate (WFPR) was 28.9% in 1991, 30% in 2001 and is observed to be 35% in 2011 (RITES Primary Survey 2011).

d) Land use Pattern & Development trends

As per the Development Plan 1974, Indore consisted of 2,474 Ha of developed area. Master Plan 1991 envisaged 12,145 Ha of land area to be developed by the year 1991 but only 13,171 Ha of area was developed by the year 2006.

Table 1-3 shows the comparative picture of land use pattern in Indore for the year 1974, 1991, 2006 and 2021.

Table 1-3 Land Use Pattern in Indore (1974-2021) S. No.

Use Developed Area (1974)

Area proposed to be Developed (1991)

Developed Area (2006)

Area proposed to be Developed (2021)

Ha % Ha % Ha % Ha %

1. Residential 1194 46.4 5060 41.7 7552 55.8 15795 46.39

2. Commercial 146 5.7 648 5.3 692 4.2 2610 7.66

3. Public & Semi Public

411 15.9 1417 11.7 1672 12.7 2693 7.91

4. Recreation 113 4.4 1417 11.7 968 7.3 4817 14.15

5. Industrial 316 12.3 1498 12.3 976 7.4 2527 7.43

6. Transportation 394 15.3 2105 17.3 1748 12.6 5605 16.46

Total 2474 100 12145 100 13171 100 34047 100

Source: Master Plan 2021 (Table 3.1 and 3.2)



Figure 1-3 shows the Land use distribution in 2006 and proposed for 2021. In the year 2006, the developed area in the City was 13171 hectare (Fig 1-4) and the Master Plan proposed to increase the same to 34,047 Ha by the year 2021 (Fig 1-5). The absolute increase of 20,876 Ha of area over the period of 15 years indicates the rapid development of the urban area in the City.

Figure 1-3 Land use distribution for Indore Urban Agglomeration

e) Existing growth directions of Indore

Present thrust of development in Indore is around A.B. Road (NH-3), and NH 3 Bypass. Eastern half of the city has started consolidating itself around north-south axis of NH-3 and is extending towards Dewas and Mhow in North and South respectively. NH-59 (Dhar Road) has not yet experienced any large scale urban development, mainly due to inaccessibility of the stretch to internal parts of Indore. The transformations along the highway are piece-meal in nature, particularly seen at the places where agricultural land is being converted into small institutions, shops and residential properties.

Pithampur, located in South of Indore, is just 1 hour away from Indore in the Dhar District and is the upcoming industrial hub with many big name brands in auto industry, engineering, plastics, medicines and many other industries. The SEZ proposed in Pithampur is expected to grow to 1100 ha housing many pharmaceutical, plastic engineering and other units.

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Figure 1-4 : Existing Land use – 2006

Source: CDP Indore 2005-06



Figure 1-5 : Proposed Land use – 2021

Source: Master Plan 2021



f) Satellite Towns

Indore has a great influence on its satellite towns situated within 50 to 60 km radius. All the satellite towns are dependent on Indore for commercial and economic activities generating daily work trips between Indore and satellite towns. The towns having a direct impact on the traffic and transport scenario of the City area are listed in Table 1-4.

Table 1-4 Satellite Towns of Indore S.

No. Town Location Important Features

1 Ujjain Approx. 60 km from Indore in the North direction and is connected by SH 27 to Indore.

It is the administrative centre of Ujjain District and Ujjain Division. It hosts one of the biggest gatherings in the world, the Kumbh held every fourth year with Maha Kumbh organized every 12 years. Ujjain, with its modest infrastructure, is highly dependent on Indore for all tourist facilities including fooding, lodging and transport.

2 Dewas About 35 km from Indore in North-East direction. It is connected to Indore by NH 3.

It is administrative center of the Dewas District and is a big industrial town of the region.

3 Mhow 23 km south of Indore City towards Mumbai on the Mumbai-Agra Road.

It is a cantonment in the Indore District. Being a cantonment, possibilities of fully fledged commercial setup are limited. The City looks up to Indore for most of its requirements including daily need products.

4 Dhar 65 km West of Indore. It is the administrative headquarters of Dhar District.

5 Pithampur At a distance of about 22 km from Indore and is 8 kilometres from Mhow.

A town in the Dhar district is a well-known industrial estate referred to as the 'Detroit of India'. A lot of new industrial developments are proposed, SEZ Pithampur

6 Rau On National Highway 3 (NH3), between Mhow & Bhanwar Kua areas of Indore City near Rangwasa village.

Rau is a suburb and a Nagar Panchayat in Indore district. It is centre of the upcoming Real Estate around Indore with many Housing societies and Educational Institutions opening up on the 4 lane bypass in north direction of the City. The road connecting Pithampur to Indore Central, branches out from Rau, towards Pithampur from NH3.

Figure 1-6 gives the regional setting of the Indore and its satellite towns.



Figure 1-6 : Regional Setting of Indore Urban area

Source: Google Maps (www.maps.google.co.in)



1.6 Composition of the Report

The Draft Final Report is the 4th deliverable of the Study of preparing CMP for Indore. Comprehensive Mobility Plan provides a long-term strategy for the desirable mobility pattern of a city’s populace. To arrive at definitive proposals, an array of tasks needs to be completed in the form of traffic surveys, data analysis etc. This report contains 23 chapters as detailed below:

• Chapter 1 gives the background, objectives and scope of the present study. Delineation of Study area and its profile is also detailed in this chapter.

• Chapter 2 contains review of earlier studies pertaining to traffic and transportation of the City.

• Chapter3 examines the existing transport system characteristics in Indore.

• Chapter 4 details on the developed zoning system, list of surveys and identified survey locations along with the methodology to be adopted.

• Chapter 5 gives the road network and speed & delay characteristics of the City as derived from road network survey.

• Chapter 6 describes the traffic and travel characteristics at the outer cordon.

• Chapter 7 details the traffic volume characteristics at mid block, screen line at intersections.

• Chapter 8 gives the operational characteristics of public transport and intermediate public transport. Also, resultants of passenger OD surveys are detailed and analysed.

• Chapter 9 examines the available pedestrian characteristics and pedestrian infrastructure issues in the Study area.

• Chapter 10 details the parking demand and supply characteristics along with issues related to parking in the Study area.

• Chapter 11 contains the characteristics of intercity bus and rail terminals along with characteristics of air passenger terminal in the Study area.

• Chapter 12 gives insight into socio economic and travel characteristics of households in the Study area.

• Chapter 13 details the urban environment and service level benchmarking related to air quality status and comprehensive environmental pollution index (CEPI) in the Study area.

• Chapter 14 describes the proposals made under the Immediate Improvement Measures largely relating to improvement of junctions in the Study area.

• Chapter 15 details the process of development of base model by using various methods for generation, distribution, calibration and validation of existing trips in the Study area.

• Chapter 16 details the alternative urban growth scenarios formulated for the Study area.



• Chapter 17 describes various transport scenarios formulated based on developed urban growth scenarios for the Study area. Also, result of traffic assignment pertaining to each scenario and comparative evaluation between different scenarios is given.

• Chapter 18 details the mobility management measures as formulated for the City including core area improvement plan, traffic control measures, parking plan and traffic safety plan.

• Chapter 19 describes the proposed transport system plan for the Study area. This includes proposals regarding road network development, integrated public transport plan, NMT facility improvement plan and development of intermodal facilities.

• Chapter 20 details the regulatory and institutional measures formulated for the Study area.

• Chapter 21 describes the fiscal measures as fare policy for public transport and parking pricing strategy for the Study area.

• Chapter 22 details the mobility improvement measures proposed in CMP with respect to NUTP objectives.

• Chapter 23 gives the mobility plan investment and implementation program for the Study area.

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DRAFT FINAL REPORT July 2012 Chapter 3 Existing Transport System Characteristics

3. EXISTING TRANSPORT SYSTEM

CHARACTERISTICS

3.1 Network characteristics

An overview of the existing transport system in Indore Urban Area, as represented by various secondary data, is detailed in this chapter. The analysis of secondary data indicates existence of three modes of transportation in Indore i.e. road, rail and air.

3.1.1 Road Network

a) Regional Linkages

Regionally, Indore lies on the convergence of national and state highways which link it with other activity centers / key centers of importance. Highways connecting the City to its region include:

• NH3 : Agra-Mumbai

• NH59 : Indore-Dahod

• NH59A : Indore-Nagpur

• NH79 : Ratlam via Lebad on NH59

• NH86: Bhopal via Dewas on NH3

• SH27: Ujjain via Sawer

• SH34: Indore to Jhansi

In addition to the above, other Major District Roads (MDR) connects the City to Rau, Hatod, Barwa and Newari.

b) Local Network

Indore has a very good road network consisting of primary, secondary and tertiary roads. The road network within the municipal limits is predominantly on ring radial pattern. Some of the highways pass through the City and form a major part of the primary network. These are:

• NH3 : Agra-Mumbai

• NH59 : Indore-Dahod

• NH59A : Indore-Nagpur

• SH27: Ujjain via Sawer

Some of the important roads which provide for movements in east-west direction are Mahatma Gandhi Marg, Jawahar Marg, and Subhash Marg. The roads which cater to north-south direction movements are AB road, New Dewas Road, Sanwer Road, Yashwant Niwas road, Sadar Bazar road, RNT Marg, Pathar Godam Marg, Tilak Path and Loharpati Nivas road.



In addition, other important roads are Maharani Road, Prince Yashwant Road and Bhandari Road. The major corridors in Indore City that service the maximum passenger trips by Public Transit and private vehicles include:

• A.B. Road Corridor (Dewas Naka to Rajendra Nagar)

• Eastern Ring Road Corridor

• M.G. Road

• Jawahar Marg

• RNT Marg

• AB Bypass

• Dhar Road

• New Dewas Road etc.

3.1.2 Rail Network

The City Railway Division comes under Ratlam Division of the Western Railways. Indore Junction is the main station on the broad gauge and meter gauge line connecting the City to the locals and rest of the country. The station is situated on Maharani Road in between MG Road and Jawahar marg. The station has two entries one from Maharani Road also known as Siyaganj entry and other from road towards Regal Chowk.

On an average about 25,000 (reserved and unreserved) tickets/day were sold in 2009-2010. About 34 trains serve the railway station on the broad gauge line and 32 trains on the meter gauge line daily. Table 3-1 gives the monthly number of rail passengers and number of trains from Indore Junction. The annual income for the financial year 2009-2010 from the train tickets of reserved and unreserved passengers from Indore junction was over 54 crores. In the Railway budget of 2009 Indore main railway station was listed for transformation to a modern railway station along with other 300 stations across India.

Laxmi Bai Railway Station is another major station which essentially caters to goods traffic to and from Indore to other parts of the country. The station is surrounded by various Industrial areas like Polo Ground Industrial area, Industrial area sector D and D2, Bhagirathpura, various mills and factories. On an average about 47 goods trains pass through Laxmi Bai railway station monthly. The average tonnage handled per train is approximately 2800 tonnes. The major commodities handled are cement, grains-wheat & rice, fertilizers, iron and steel and cars and tractors. Table 3-2 and 3-3 give month wise quantity & type of goods commodity from Laxmi Bai Railway station. Laxmi Bai Railway station also handles passenger traffic as 6 trains on the BG line and 12 trains on the MG line pass through this station daily. On an average the station handles approximately 2000 passengers/day. Figure 3-1 shows Indore on the Rail Network map of Madhya Pradesh.



Table 3-1 Passenger Statistics: Indore Junction

Number of Rail Passenger (Indore Junction) No of Trains (Broad-gauge) 2009-2010

Reserved Passenger Un-reserved Passenger

Month 2008-2009

2009-2010

2010-2011

2008-2009

2009-2010

2010-2011

April 107373 92034 91587 594154 687742 651402 478

May 100131 91320 85363 634689 731096 828174 495

June 97254 91165 82795 674420 664937 713508 475

July 88506 86855 83181 594596 619463 652184 471

August 96315 87654 91248 688034 691395 698848 490

September 109387 88710 88735 554483 628041 595262 474

October 100313 85740 606901 735771 492

November 96725 84996 667819 659390 474

December 95013 85390 634153 660128 488

January 99807 81105 650188 639265 491

February 92990 82984 630934 621644 445

March 104596 101824 610915 542774 515

Total 1188410 1059777 7541286 7881646 5788

Average (Monthly) 99034 88315 628441 656804 482

Average (Per Day) 3256 2903 20661 21594 16 Source: Station Manager, Indore Junction

Table 3-2 Commodity Handling Statistics 2009: Laxmi Bai Railway station

Goods Commodity (2009)

Month Commodity Type (Number of Wagons)

Cement Grains-Wheat-Rice Fertilizer Iron & Steel Car & Tractors January 43 0 7 0 0 February 29 1 3 1 0 March 42 0 5 1 0 April 32 3 7 2 0 May 33 6 6 8 0 June 43 11 4 1 0 July 34 5 10 2 0 August 34 5 9 2 0 September 35 4 8 3 0 October 31 3 12 4 0 November 33 3 10 3 0 December 31 9 9 4 0 Total 420 50 90 31 0 Source: Station Manager, Laxmi Bai Railway Station



Table 3-3 Commodity Handling Statistics 2010: Laxmi Bai Railway station

Goods Commodity (2010)

Month Commodity Type (Number of Wagons)

Cement Grains-Wheat-Rice Fertiliser Iron & Steel Car & Tractors January 37 12 5 4 0 February 37 8 0 3 0 March 21 4 2 5 0 April 28 18 3 4 0 May 27 1 4 4 0 June 32 0 3 2 0 July 32 1 12 3 150 Cars (Nano) August 28 3 9 3 0 September 32 8 2 3 0 October 33 3 9 3 39 Tractors November 30 3 5 3 0 December Total 337 61 54 37 No. of Trains Average : 45-50 Monthly Average 1 Wagon (64 Tonnage) 42 Wagons (B.C.N) in 1 Train Average : 2700-2800 Tonnage Per Train 58 Wagons (H.L) & (BOX-N) in 1 Train (Only Few Trains) Note: (B.C.N), (H.L), (BOX) is a Goods Train Types. Source: Station Manager, Laxmi Bai Railway Station

Figure 3-1 Indore on Railway Network of Madhya Pradesh

Source: Head Goods Clerk, Laxmi Bai Railway Station



3.1.3 Air Network

Indore is served by the Devi Ahilyabai Holkar domestic airport, about 10 km from the City centre and currently handling only domestic passenger and freight traffic. The airport has been operating services by Indian Airlines, Jet Airways, Jet Lite, Kingfisher, Kingfisher Red and Go Air. Indore has a direct connectivity to Ahmedabad, Bhopal, Bangalore, Raipur, Nagpur, Hyderabad, Mumbai, New Delhi, Pune, Goa, Kolkata and Jabalpur. In the year 2009-2010 the airport catered to about 6.88 lakhs passengers for domestic travel.

The terminal capacity of Indore Airport is about 300 passengers per hour for arrival and 250 passengers per hour for departure. Table 3-4 presents the passenger movement in airport for the last five years. Year 2007-08 witnessed a steep annual growth (53%) with over doubling of the number of the domestic passengers. However, during 2008, this sector showed signs of slowdown due to steep rise in the cost of ATF (air turbine fuel) and the global economic slowdown. The air traffic is likely to increase manifolds in the next couple of years due to economic upswing, concentration of population, wealth and industries leading to higher propensity to travel and increasing liberalization.

Table 3-4 Passenger movement in airport for the last five years

Year No. of Passengers % Growth 2005-06 2,72,484 2006-07 3,58,496 31.5% 2007-08 5,48,711 53% 2008-09 5,99,009 9.16% 2009-10 6,88,860 14.99%

Source: AAI, Indore

Airport also handles domestic freight traffic and connecting to various important parts of the country. Airport handled about 5695 tonnes of traffic in 2009-2010.

As per the annual report from Ministry of Civil aviation 2009-2010, the Airports Authority of India (AAI) is upgrading and modernizing 35 non-metro airports in the county in a time bound manner which includes the airport at Indore. The augmentation and upgradation will be taken up with private sector participation under PPP mode. Future traffic projection for the airport is presented in Table 3-5.

Table 3-5 Traffic Forecast for Indore Airport

Year Aircraft Movement(in 000) Passengers (in Lacs) Freight (in MTs) 2011-12 10.29 8.19 9.112016-17 16.58 14.43 18.32

Source: AAI, Indore

As part of the expansion, a new Cargo Complex has already been made operational since 2007. Some of the key activities scheduled under the airport expansion are:



• Expansion of the runway from existing 7,000 ft to 9,000 ft for handling larger aircrafts

• Construction of six parking terminals and a new terminal building.

3.2 Bus Terminals

There are 5 major bus terminals in the city catering to intercity and intra-city bus movement. These are Sarwate Bus Terminal, Gangwal Bus Terminal, Navlakha Bus terminal, Jhinsi Bus Terminal and Patel Pratima Bus Terminal. An estimated 1, 25, 000 passengers use these five bus terminals every day. Sarwate Bus Terminal is the major bus terminal and is located south-east of Patel Bridge. It is bound by railway line on west, Patel Bridge on north and Christian college on east side. Entry and exit to the bus terminal premise is segregated but are on the same road known as bus stand. This road moves forward in north direction under the Patel Bridge and connects to the Sarwate railway station and further connects to MG road. The bus terminal caters to inter-city (inter-state) traffic which is serviced by MPSRTC buses. In addition to these bus terminals there are other terminal locations where a few intercity buses pass through, originate or terminate. These are Vallabhnagar, Yashwant plaza, Jhabua Tower, St Paul School, Dhakkan Wala Kuan.

3.3 Existing Public Transport System in Indore City

The public transport system in the city is essentially road based and includes organized and unorganized public transport system. Before the establishment of AICTSL, inter-city buses were run by the Madhya Pradesh State Road Transport Corporation (MPSRTC). However the financial status of the organization went into doldrums when almost half of the fleet was nonfunctional with huge amounts of money required towards maintaining it. Towards its last few months, MPSRTC recorded a huge debt and suffered losses. Since there was no specialized and effective regulatory agency to monitor the public transport system a special purpose vehicle in the form of public limited company Atal Indore City Transport Services Ltd. (AICTSL) was set up on December 01, 2005 to operate and manage the public transport system in Indore with private sector participation. Indore is the first city to introduce bus system on PPP model and set an example of an efficient public transport system for the rest of the country.

The aforesaid company identified 18 high travel demand routes and started operation with 37 ultra-modern low floor buses. Real time vehicle tracking and fully computerized ticket vending system were installed in these buses. O&M and other regulatory measures are being exercised by the company.

Till 2009, there were 6 private operators running the bus service under the contract to AICTSL. The operators own the bus fleet and pay for the upkeep of the buses themselves. The fleet size of the private operators varies from 2 to 50 buses. The existing contracts are valid for a period of five years up to 2011 and are renewable for a further period of two years at the discretion of the company.



Recently, 110 buses on 24 major routes were being operated by AICTSL, on a network length of 277 km, carrying over 1-1.2 lakh passengers daily. Out of these 24 routes, 22 are intra city routes and 2 intercity routes which cover Dewas, Mhow, Pithampur and Ujjain. Average Route length of City Bus Service is 15.2 Km with maximum route length of 25.5 Km and minimum route length of 6.6 Km. Average Vehicle Utilization is 190 Km. The carrying capacity of buses is about 50 passengers. Average Journey speed is 19 km/hr. Minimum frequency in peak hour is 5 mins and minimum off peak hour frequency is 14 mins. Average Vehicle Utilization of AICTSL buses is 189 km. The overall picture states that the peak hour frequency ranges from 5-16 mins and off peak hour frequency ranges from 14-22 mins for AICTSL buses. The overall operational characteristics of AICTSL bus operations is given in Table 3-6.

Table 3-6 Operational Characteristics of AICTSL bus services

Source: AICTSL

AICTSL has already received a sanction of 175 buses from JNNURM out of which 125 are Semi Low Floor (CNG buses) and 50 are Semi Low Floor AC buses for BRTS.

The AICTSL route structure in Indore has been designed on major boarding / alighting demand locations. Figure 3-2 presents the various bus routes in the Study Area.

AICTSL operates 24 routes based on demand study with permits from the Regional Transport Authority. These routes are in turn offered for tender in an open bid process to private bus operators who are to pay the route premium as per the mutual agreement. The route wise details of AICTSL routes are detailed in Table 3-7.

Characteristics Details

Maximum Operational Time (hrs) 20 Average Duration of service (hrs) 16 Average km/ day 230 Average Route Length(km) 15.2 Maximum Trips/ day 16 Average Trips/ day 10 Average Trip Length (km) 15 Average passengers carried/ day 1300 Dead Km/ day 5 Passenger km/ day 11,500



Figure 3-2 Route structure of AICTSL buses

Source: AICTSL, Indore

Table 3-7 Route Operation Details of AICTSL bus operation

Route Allocated

Fleet No of Trips

Route Length kms /day Source Station Destination Station

1 5 56 18.3 205 Tejaji Nagar Panchwati 2 5 55 18.4 202 CAT Panchwat 3 5 64 21.7 278 Nipaniya Gandhi Nagar4 6 65 19.3 209 Vaishali Nagar Panchwati 5 6 64 25.5 272 Arvindo Hospital Mhow Naka6 4 54 13.1 177 Khajrana Mandir Bada Ganpati7 5 60 18.3 220 Tejaji Nagar Gandhi Nagar8 5 73 13.9 203 CAT Gandhi Nagar9 8 96 14.7 176 Hawa Bungalow Manavata Nagar

10 4 62 9.6 149 Bombay Hospital Bada Ganpati11 6 54 24.5 221 Gommatgiri Tejaji Nagar 12 4 73 8.6 157 Rajwada Manavata Nagar13 4 80 6.6 132 Rajwada Khajrana Mandir14 4 50 14.8 185 White Church Arvindo Hospital15 4 52 17.6 229 White Church Scheme No 5116 4 44 11.4 125 Musakhedi Noorani Nagar17 5 60 13.8 166 MR 10 Square Palda Naka 18 4 56 13.2 185 Janjeerwala Square Rajendra Nagar19 2 22 13.2 145 Musakhedi Baunk Village22 2 22 18 198 Niranjanpur Futi Kothi 23 2 30 10 150 Hawa Bungalow Bhagirathpura24 2 30 11.5 173 Janjeerwala Square Rajendra Nagar




The fare structure of AICTSL buses is presented in Table 3-8. The fare for the first 3 km is Rs 5 and the maximum fare is Rs 14 for an average route length of 15.2 km.

Table 3-8 Fare structure of AICTSL buses

Source: www.citybusindore.com/busfare.aspx

AICTSL also offers a monthly pass that costs Rs. 250. The issuance and collection of monthly pass fees is performed by a private vendor under a contractual agreement with AICTSL. There are 15 Instant Pass centers across the city to issue these passes. Revenue from the passes is shared between the private operators, who receive 60% of the amount collected, and AICTSL, who receive the remaining 40%.

AICTSL has also started services of Metro Taxi under the same PPP model. The taxi service is on call demand responsive service using GPS technology. The Metro taxi operates on CNG with the chargeable fare of Rs 15/km. Presently there are about 100 taxis (Source: AICTSL) in operation in the city.

In addition to existing bus system, extensive network of BRT System has been proposed for the City. At present, BRT Corridor on AB Road is under implementation.

3.4 Proposed Mass Rapid Transit System for Indore City

The City mass transport network was proposed in CTTS 2004 including 277 km of surface transport and 44.75 km of rail based Indore Mass Transit System (IMTS) comprising three corridors namely the Red, Blue and Green corridors.

The IMTS proposal was not implemented in its proposed form in Indore; however, it paved way for the Bus Rapid Transit System (BRTS) in Indore City. Eight BRT corridors were identified for Indore out of which, five were approved for implementation. At present, the implementation of the identified AB Road Corridor of proposed BRT System is being carried out as pilot corridor. Figure 3-3 shows the proposed BRT corridors in Indore.

Km Fare (Rs) Fare per Km

3 5 1.66

3-7 7 2.25-1

7-10 9 1.26-0.9

10-13 12 1.18-0.92

13-16 14 1.06-0.87

16-19 16 1-0.84



3.5 Existing Intermediate Public Transport (IPT) System in Indore City

The intermediate public transport system in Indore is operated with 500 private minibuses plying on 63 routes (as per joint committee report) and 13800 auto rickshaws (Source: RTO 2009-2010 report). In addition, 300 Tata Magic, 350-550 Maruti Vans (source: RTO 2009-2010, AICTSL), 100 metro taxis (Source: AICTSL), 100 star cab (Source: RTO) are also plying as an IPT. There are a few horse driven carts (Tonga) which are found in the core area of the city. Recently the city administration has scraped the polluting vehicles like three wheeler, minibuses and other vehicles and replaced them with Tata Magic, Maruti Vans and CNG auto rickshaws. The minibuses are currently being replaced by Tata Magic and Maruti Vans. Currently only 196 minibuses are left and rest have already been replaced.

The capacity of minibuses ranges from 6 to 30 passengers. Small mini buses carry 6-12 passengers and bigger sized mini buses carry 12-30 passengers. Maruti Van and Tata Magic operate on specific route permits (temporary or annual permits) allotted by RTO, whereas autos and taxis are permitted to operate anywhere within the city. In addition to the city permits, RTO also issues rural permits to run between the neighbouring villages along the outskirts of the city. Only 20% of the Maruti Van operators have route permits, while 80% have city permits which enable them to ply on maximum demand routes which may or may not be assigned to other operators on route permits. The Tata Magic city permit routes are controlled by associations and Union. The fare structure for minibuses is 25% lower than the fare of AICTSL buses; however the fare structure of Maruti vans is same as that of AICTSL buses. The route details of the Maruti Van routes and Tata Magic routes is presented in Table 3-9.



Table 3-9 Route details of the Maruti Van and Tata Magic Routes Maruti Van Routes Maruti Van Routes Tata Magic Routes Tata Magic Routes

MY to Chandan Nagar Bhawarkua to Vijay nagar Rajwada to Rajendra Nagar

Khajrana to Nagar Nigam

Rajmohalla to Patel Bridge Vijay Nagar to Arvindo Nagar Nigam to Sanchar Nagar

Pardeshipura to Bhawarkua

Kalani Nagar to Kalani Nagar Foothi Khothi to Bhawarkua Sirpur to Musakhedi

Bhawarkua to Bhawarkua

Fhooti to Rajwada Bombay Hospital to Bhawarkua

Badaganpati to Gomati giri Navlakaha to Khudel

Bhawarkua to Bombay Hospital Pardesipura to MR10 Gangwal to Tekri

Nagar Nigam to Sch. No. 51

Bhawarkua to Badaganpati Rajwada to Rajendra nagar

Patnipura to Norani Nagar Bhawarkua to Simrol

Rajwada to Rajendra Nagar Nagar Nigam to Sch. No. 51 Bhawarkua to Arvindo Station to Niranjanpur

Vijay Nagar to Bhawarkua Station to Deepmala Bhawarkua to Pardeshipura

Bhawarkua to Noorani Nagar

Nagar Nigam to Tilak Nagar Choithram to Rajwada

Norani Nagar to Paredeshipura

Hawa Bangla to Vijay Nagar

Rajwada to Bhawarkua Nagar Nigam to Indogerman Railway Station to Gandhinagar

Khajrana to Nagar Nigam-B

Musakhedi to Chandannagar Bhawarkua to Tejaji Nagar

Nagar Nigam to Deepmala Patnipura to Shipra

Nagar nigam to LIG Pardeipura to MR10 Gangwal to kalariya Malwa Mill to Sabji Mandi

MY to Chandannagar Bhawarkua to Bhawarkua Khajrana to Norani Nagar

Musakhedi to Sch. No. 51

Hawa Bangla to Rajwada Station to Patnipura Shukliya to Choithram Rajwada to Vrindavan Nagar Nigam to Vijay Nagar Rajwada to Choithram

Norani Nagar to Pardeshipura-B

Noorani Nagar to Nagar Nigam



Figure 3-3 Proposed BRT Corridors in Indore

3.6 Freight Traffic Scenario in Indore Urban Area

There are three freight terminals in the Study Area namely, Transport Nagar at Bhanwar Kuan on Khandwa Road, freight terminal at Dewas Naka and at Nimavar Road between ring road and Bypass. The condition of Transport Nagar is unacceptable as the terminal is highly neglected and the deteriorating infrastructure is creating havoc for the users of this premise. Overall infrastructure needs to be addressed at priority. Also, the entry/exit to the Transport Nagar terminal needs to be separated and reorganized for smooth movement of vehicles. Freight intensive corridors such as AB Road, Ring Road, Dhar Road, Bhanwar Kuan Road, SH-27, Laxmi Bai Road etc needs to be redesigned in such a way that there is a proper segregation of passenger and freight traffic, so that the road user safety is not compromised. Presently the freight traffic runs on higher speeds and the mixing with slow moving traffic creates vulnerability.

3.7 Registered Motor Vehicles

The City has been experiencing an explosive growth in number of registered vehicles. The number of registered vehicles in the City has increased from 5.5 lakh in 2002 to 11.87 lakh in



2010 recording an average growth rate of 9.97 % per annum. There were more than 10 lakh motor vehicles registered in Indore in 2008-2009. 2-wheelers account for around 71.5% and Cars/Jeeps around 27% of total vehicles registered. The average annual growth rates for two wheelers, three wheelers, car and buses during 2001-2010 were 9.09%, 3.05%, 12.62% and 11.62% respectively. Table 3-10 shows the trends in registered motor vehicles in the City.

Table 3-10 Growth Trends of Registered Vehicles in Indore District

Source: Regional Transport Office, Indore

The registered number of buses has grown at the rate of almost 12% during last 10 years. It is interesting to note that the standard buses on City road started plying since 2005 only after formation AICTSL. Before that the number of buses was dominated by private mini buses only plying on City roads.

Car and two wheelers have grown at the rate of 14% and 9% respectively during last 10 years. Interestingly, the growth of vehicles under the category of “other vehicles” including tractor and tractor trailers and jeeps etc shown a growth of 61.89% in 10 years duration. A high growth rate of these vehicles is due to the trend of registration of vehicles in Indore and their deployment in nearby towns including the industrial areas around Indore. These vehicles do not ply on the City’s network on daily basis and thus be taken into consideration with great care to avoid over estimation of vehicles in the City.

3.8 Road Accident Trends in Indore

With the increase in number of vehicles on roads, City is also experiencing increase in number of accidents. The total number of accidents has increased from 2617 in 2001 to 3473 in 2010. The share of fatal accidents in total accidents has been about 6% during 2001-2010.

Year Two

wheeler Three

Wheeler Car

Buses (incl. Minibus)

Goods Vehicles (LCV and

HCV)

Others Total

2001-02 425780 10905 46649 13616 33961 23848 5547592002-03 461458 11649 50523 14714 38933 24203 6014802003-04 504587 11719 55836 16592 46124 24502 6593602004-05 554303 11776 62508 18765 54969 24869 7271902005-06 608547 11857 69426 20545 63667 26590 8006322006-07 666261 11992 78816 22942 75454 30742 8862072007-08 728228 12133 91249 25712 90657 34349 9823282008-09 785265 12357 105007 29073 107776 36380 10758582009-10 854332 13804 120495 32789 126980 38609 1187009

Average Annual Growth for the past 10 years (%)

9.09% 3.05% 12.62% 11.62% 17.93% 6.31% 9.97%



Table 3-11 Road Accidents Trends in Indore

Accidents Person Affected

Year Fatal Major MinorAccident

w/o Injuries

Total Accidents

KilledMajor

Injuries Minor

Injuries

2001 136 350 1717 414 2617 142 373 1892 2002 172 392 1913 580 3057 187 407 2130 2003 181 399 1931 572 3083 189 425 2159 2004 192 371 2060 403 3026 199 374 2325 2005 195 358 2191 396 3140 207 358 2503 2006 195 338 2096 493 3122 205 338 2362 2007 209 361 2194 577 3341 219 367 2469 2008 256 392 2188 603 3439 285 397 2441 2009 224 347 2442 612 3625 241 353 2651 2010 186 306 2443 538 3473 202 314 2652

Source: Traffic Police, Indore

As given in Table 3-11, the number of fatalities in the year 2001 was 142. Comparing this figure with the total population of 16.39 lakh for the year 2001, the fatality rate comes to be 8.6 people per lakh population. However, this fatality rate has slightly increased to 8.66 in the year 2010. This indicates that serious efforts are needed to be made in road design and infrastructure along with traffic management and law enforcement to improve the situation. Table 3-12 gives the number and location of accident spots.



Table 3-12 Number and Location of Accident Spots S.

No. Type of

Accidents No. of

Accidents No. of

Locations Name of Locations 1 Accidental

Death 214 31 Kishanganj, Lasudia, Betma, Chhatripura, Chandan Nagar,

Malharganj, Rajendra Nagar, Sadar Bazaar, Annapurna, Kshipra, Khajrana, Sanwer, Palasia, M.G. Road, Maanpur, M.I.G., Simrol, Ravji Bazaar, Aerodrum, Khudel, Badgonda, Bhanwarkuan, Pardesipura, Sanyogitaganj, Banganga, Chhoti Gwaltoli, Depalpur, Hatod, Juni Indore, Gautampura Thana, Mhow

2 Fatal Accidents

41 25 M.I.G., M.G. Road, Chandan Nagar, Lasudia, Maanpur, Rajendra Nagar, Betma, Sadar Bazaar, Palasia, Kishanganj, Banganga, Khudel, Juni Indore, Sanwer, Aerodrum, Depalpur, Central Kotwali, Annapurna, Khajrana, Bhanwarkuan, Chhatripura, Ravji Bazaar, Kshipra, Gautampura Thana, Sanyogitaganj

3 Grevious Accidents

12 11 Aerodrum, M.G. Road, Lasudia, Chhatripura, Bhanwarkuan, Kishanganj, Pardesipura, Depalpur, Ravji Bazaar, Betma, Palasia

4 Minor Accidents

2487 37 Pardesipura, M.I.G., Simrol, Banganga, Pandrinath, Juni Indore, Annapurna, Palasia, Hira Nagar, Lasudia, Chhatripura, Malharganj, Rajendra Nagar, Chandan Nagar, Chhoti Gwaltoli, Kishanganj, Tukoganj, Khajrana, Sadar Bazaar, Sanwer, M.G. Road, Bhanwarkuan, Kshipra, Maanpur, Aerodrum, Sanyogitaganj, Central Kotwali, Depalpur, Betma, Mhow, Khudel, Hatod, Sarafa, Badgonda, Gautampura Thana, Ravji Bazaar, Vijay Nagar

5 Non Injured Accidents

23 9 Sadar Bazaar, Banganga, Aerodrum, Malharganj, Sarafa, Pandrinath, Annapurna, Chandan Nagar, Kshipra

Total 2777 113 Source: Traffic Police, Indore

3.9 Organisation Structure

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

IDA’s primary function is to prepare macro level development plans and strategies for 20-30 year perspective. The area includes IMC and urban outgrowths covering municipalities and village Panchayats. The total development area encompasses about 505.25 Sq.km. IMC 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 facet of transport and other infrastructures in Indore:



1. Indore Municipal Corporation (IMC) 2. Indore Development Authority (IDA) 3. Traffic Police Department 4. Madhya Pradesh Road Development Corporation 5. Public Works Department (PWD) 6. Indore Pollution Control Board 7. Transport Department 8. Regional Transport Office, Indore

3.9.1 Indore Municipal Corporation

The Indore Municipal Corporation (IMC) has been envisaged as the most important institution responsible for the planning, development and maintenance of the city transport system.

The functioning of Municipal Corporation of Indore is governed by Madhya Pradesh Municipal Corporation Act, 1956 and amendments thereto. The organizational setup of IMC comprises of Political Wing (Deliberative) and Executive Wing. The Executive Wing looks after the day-to-day functioning of the Corporation, which is headed by the Municipal Commissioner and assists the Deliberative Wing ,headed by the Mayor , in the decision making process .

3.9.2 Indore Development Authority

Indore Development Authority (IDA) is responsible for providing housing benefits to the residents and developing commercial properties. IDA has provided comfortable housing facilities to all levels of income groups specially the Lower Income Groups and the Middle-Income Groups.

IDA, earlier known as the City Improvement Trust, was established in 1973 and envisaged the development of residential areas and basic infrastructural facilities, including roads and bridges. They also concentrate on the auctioning of the available land plots.

The activities of the Indore Development Authority are:

• To construct roadways and traffic square areas

• To implement the Master Plan of the Town and Country Planning Office in Bhopal

• To develop basic infrastructural facilities like extension of roads, buildings, petrol pumps, provision of water supply, sewage lines, and electricity

• To undertake plantation work

• To encourage recreational projects

• To develop residential projects in the fringe areas of the city



IDA was constituted under M.P. Town Planning Act and comprises of a Corporate body headed by a Chairman appointed by Govt.

3.9.3 Madhya Pradesh Road Development Corporation

Madhya Pradesh Road Development Corporation Ltd. (MPRDC) was incorporated as a wholly government owned company under The Companies Act 1956. The MPRDC has been declared as the successor / assignee of the Madhya Pradesh Rajya Setu Nirman Nigam Limited (MPRSNN) and holds the responsibilities for the implementation of 15 State Highway and Major District road projects, the majority operating under the BOT Roads "public - private partnership" scheme and others being developed under the regular contract scheme.

a) Goals of MPRDC

• To provide the rural population with an integrated and affordable transport system

b) MPRDC policy objectives: -

• In partnership with the Private Sector continue construction maintenance and upgrading of the State Highway & Major District road network.

• To protect the high level of investment in the State Highway & Major District Road Network through effective controls on vehicle overloading and ensuring adequate maintenance through road cost recovery;

• To improve efficiency in the provision of transportation services and infrastructure through corporatization, commercialization and outsourcing of maintenance and construction activities;

• To ensure access to affordable transportation services, infrastructure and supporting public amenities for the public

3.9.4 Atal Indore City Transport Services Limited (AICTSL)

Indore City Transport Services Limited (AICTSL) is the only formally organized agency in charge of providing transport services in Indore city. AICTSL operates as a public-private partnership by way of granting route permits to private bus operators to run their buses in the city. It is a Public Limited Company established in Jan 2006 under Indian Companies Act 1956 with paid up capital of 25 lakhs each from Indore Municipal Corporation and Indore development Authority. The company was formed with the following objectives:

• To create specialized and effective agency to monitor the intra-city public transport

system.

• To establish and maintain modern high capacity means of public transport.

• To develop support system for improving transport infrastructure.



AICTSL concentrates mainly on planning, implementing, setting service quality standards and monitoring performance and outsources operations, revenue collection, and so on to private companies in a transparent manner. AICTSL is the special purpose vehicle that acts as the nodal agency for the development and operation of an integrated multi modal transit system including BRT in the Indore Metropolitan Area. The organization structure of AICTSL and institutional hierarchy of Indore Bus services are shown in Figure 3-4 & 3-5 repectively.

Figure 3-4 AICTSL Organisation Structure


Figure 3-5 Indore Bus Services Institutional Hierarchy

Source: EMBARQ Study, 2010



3.9.5 Traffic Police

The traffic regulatory measures are looked after by the Superintendent of Police supported by the Additional Superintended of Police and Deputy Superintended of Police and assisted by the Circle Inspector, Sub-Inspectors and assistant Sub-Inspector.

With the persistent efforts of Traffic Police in co-ordination with IMC Executive Wing, the problems at major junctions and parking of personalized vehicles (cars, two wheelers) is being monitored and analysed periodically. IMC has improved the geometrics of certain road sections and important junctions to suit the traffic circulation pattern suggested by Traffic Police. Efforts on traffic education and enforcement measures are also being followed regularly.

3.10 General Evaluation of the Study Area

The problems of transportation system in Indore are manifolds attributable to multi faceted causes. The Study Area is poised for a higher growth in coming decades. Problems are bound to grow in magnitude unless advance actions are undertaken now. There is an urgent need for significant improvements in the transport system including mass transport system keeping in view the long term requirements of the City. Based on the preliminary appreciation of the Study Area following are some of the traffic and transportation issues observed.

i) The ring and radial city network has not been developed properly and the absence of functional hierarchy of road network has resulted in inter-mixing up of local traffic and long distance traffic, and overloading of some of the major roads like M G Road, A. B. Road, Jawahar Marg etc leading to lower travel speeds in the Study Area.

ii) There is an absence of integration between land use and transport system, due to which the activities are congregated in the core area of the Study Area which does not have enough space to improve accessibility from different parts of the city.

iii) Due to very little pedestrian friendly infrastructure in the Study Area, dependency on private vehicle for short distance commuting especially to access essential services like education, shopping, leisure etc has increased drastically. This is evident from the share of 2 wheeler traffic volume in the city.

iv) Indore railway station is overburdened with traffic due to its size and capacity. It has become inaccessible due to its setting in the core area of the city. The present need is to designate and develop other directional terminals for distribution of traffic. The road access to Laxmi Bai Railway station which primarily handles goods traffic is in a very poor state. The access should be improved and segregated from the local traffic.



v) Absence of development controls along the major arterial routes results in proliferation of commercial activities which is affecting the level of service of the high demand travel corridors.

vi) Indore airport is highly neglected with poor accessibility. Considering the fact the traffic at the airport is bound to increase, better connectivity by all modes of transport has to be given a legitimate space in overall planning for transport systems in the Study Area.

vii) Poorly designed intersections with respect to traffic and pedestrian movement along major arterial corridors coupled with inadequate traffic management and control results in low discharge of traffic leading to congestion on most of the corridors.

viii) Absence of control on encroachment of activities along roads, particularly in the central area, resulting in loss of capacity for traffic and pedestrian movement. Even the little pedestrian infrastructure that exists in the Study Area is clogged with hawkers, vendors, urinals and electric transformers in an unplanned manner.

ix) On-street parking phenomena reduces the effective road width available for movement of traffic. There is an absence of a comprehensive parking policy for the Study Area, which may involve organisation of circulation system of on-street parking, identification of possible off-street parking locations, capacity augmentation of existing parking areas, levy of appropriate parking fee based on location and time, parking norms & standards, development of park and ride facilities to promote public transport and travel demand management measures.

x) Alarmingly high vehicle ownership growth rate due to inadequate public transport facility, poor accessibility and lack of pedestrian infrastructure shifting people to personalized modes.

xi) The Transport Nagar at Bhanwarkuan lacks in terms of provision of designed facilities appropriate for a Transport Nagar. Other freight terminals in the city are road side without any planned facilities.

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omogenousarea bound

Ujjain, Pithatudy is pres

dology

date the exffic and traasis for theof the field

AN (CMP) FOR IND

Zone S

sections colxercise helnetwork coe map cont/rail netwo

base map bad traffic zondies, road e inter zona

d Traffic Anared zonal inarea, whichoutside thes land use dary have beampur, Dewented in Fig

y of Pr

xisting seconsport scen preparatio surveys ca

DORE URBAN AREA4 - 2

July 2012

System

lected fromped in the

onsisting oftains all theork details,

ased on thening system

and publical trips.

alysis Zonesnformation,h accountede municipa

and trafficeen divided

was, Mhow,gure 4-1.

rimary

ndary data,nario in theon of Short,rried out as

A 2

m

m e f e ,

e m c

s ,

d l c d ,

y

, e , s


4.4.1

The condasses

In thinvenarterlinksinformea


Road I

objective oditions of thss potential

he study antory surverial and col. The surv

rmation on surements.

d Methodology

Fig

nventory S

f the Road he roads inl capacity a

rea, aboutey. The selellector roadvey was c

road chara

gure 4-1 Ma

Survey

Inventory s the study nd identify

t 270 km oected roadds; as such onducted acteristics w

CO

ap of Indor

survey was area, identthe extent

of primary network weach zone

by travelliwas collect

OMPREHENSIVE M

re Urban A

to assess thtify physicafor its futur

road netwwas identif should hang along tted by visua

OBILITY PLAN (CM

Area

he physical l constraintre developm

work was iied in termve a minimthe identifal evaluatio

MP) FOR INDORE U

characterists and bottment.

dentified fms of artermum of 2 sfied netwoon and by

URBAN AREA 4 - 3

July 2012

stics and lenecks,

for road ial, sub-urveyed

ork. The physical


The widtlightshoudetareserwitheducshop

The f

4.4.2

The netw

SpeenetwDelaRuns

This ‘off-pand eroad

The f


network invhs, median ing, road s

ulder surfacils, bridges,rvoirs), heigin ROW, ge

cational, heps, dhaba, v

following o

1. RoaServ

2. Stre3. Abu4. Iden5. Exis6. Pote

Speed

speed andwork along w

ed & delay swork consid

y survey als during the

survey waspeak’ perioextent of de surface co

following o

1. Jou2. Run3. Dela

d Methodology

ventory surlength of tigns & maring type an, culverts anght of embaeneral drainealth, commehicle servi

utputs have

ad Geometrvice Roads, eet infrastruutting Landuntification osting capacitentials, pro

& Delay Su

d delay surwith the loc

survey was ered for roong the ide

e peak and o

s conductedods on a typelays that anditions, et

utputs have

rney Speednning Speedays at inters

rvey containhe sectionsrkings, surf

nd width; innd other draankment ornage conditmunication ices shops e

e been deriv

rics in termsfootpaths,

ucture in teuse of existing rty levels, LOblems and

urvey

rvey aims tcation, dura

carried outoad networentified roaoff peak ho

d for both pical fair w

are caused btc.

e been deriv

s along the ds of the linksections, m

CO

ns the recor, predomin

face condititersection tainage strucr depth of cions, all roafacilities an

etc.

ved from th

s of cross secycle tracksrm of stree

oad hierarcOS, bottleneconstraints

to determiation and ca

t on all majok inventory

ad network urs were m

directional eather day

by the traffi

ved from th

corridors ks betweenid blocks an

OMPREHENSIVE M

rd of right-oant land usions, terraintype and dectures; locacut, existingad sides facnd road use

he survey.

ectional elems etc t lighting, g

chy eck points e

ne the speauses for de

or roads fory survey witwas carriedade.

movement. The surveic flows, enc

he Speed an

n the road jund their cau

OBILITY PLAN (CM

of-way, carre along then (flat, rolletails, retaination of watg utility servcilities for ter based fa

ments like R

uard rail et

etc.

eed on varelay.

r approximathin the Std out by M

ts of trafficey also examcroachmen

nd Delay sur

unctions uses

MP) FOR INDORE U

riage-way, fe link, type oing, mountning structuter bodies (lvices on eithe public in

acilities such

ROW, CW, M

c.

rious links

ately 270 kmudy Area. Soving Car M

c during ‘pemined the ts, parked v

rvey.

URBAN AREA 4 - 4

July 2012

footpath of street tainous); ures and lake and her side ncluding h as tea

Median,

of road

m of the Speed & Method.

eak’ and location vehicles,


4.4.3

The traffestablocatgets

The Line diffeworkcordsurve

Iden

An imthe Mrunncolleeast fall othe c

The screeclien


Classif

primary obic characteblishing reltions were covered. Th

surveys welocations

erent hours king day foron points. eys with 10

ntification

maginary liMaster Plan

ning througected and fo

west directon the Nortclient.

following 1en line loca

nt for condu

Location

OC 1

OC 2

OC 3

OC 4

OC 5

OC 6

OC7

OC 8

d Methodology

fied Traffic

bjective of tristics in telative impoplanned in he survey lo

ere carried ofor both dof the day

r a period oThe traffic

0% sample s

n of Cordo

ne outside n 2021 wash the studyor model vtions is takeh South Scr

10 outer coations (Tab

ucting the su

Tabl

n No

By Pas

NH - 5

Khand

NH 3

Pitham

Dhar R

Air Po

SH-27

c Volume C

the Classifieerms of volortance of such a man

ocations we

out at Outedirections ty. The traffiof 16 hoursc volume cize.

n and Scre

the study s identifiedy area has

validation. Ten as Northreen Line (R

ordon counle 4-1, 4-2

urvey:

le 4-1 Oute

ss (Near Mang

59A (Near Giri

dwa Road (Ne

(Near Medica

m Pur (Near II

Road Near Ch

ort Road (Near

7 MR10

CO

Count Surv

ed Traffic Vlume, compthe links i

nner so thatere finalized

er Cordon loo quantify ic volume ss (6 a.m. tocounts wer

een Lines

area i.e. thd as the Ou

been identThe railway-South scre

Railway Line

nt locationsand 4-3) w

er Cordon S

Outer Co

gliya )

iraj Bagh)

ear CDITM toll

ap Institute)

M)

hoitram Netra

r Telephone E

OMPREHENSIVE M

vey & Vehi

Volume Couposition, pein the totat the entire d in consulta

ocations, Mthe classif

survey was o 10 p.m.) ae accompa

e Planning uter Cordontified to ch

y line dividieen line. Thee) and were

s, 15 mid bwere identi

Survey Loc

ordon Locatio

)

laya

Exchang Gand

OBILITY PLAN (CM

icle Occup

unt Surveys eak hour anal road nettraffic on id

ation with t

Mid Block lofied volumeconducted

at mid-blocanied with

Area Bounn line. In adheck the acng study are Screen Lin

e finalized in

block countified in con

ations

ons

hi Nagar)

MP) FOR INDORE U

pancy Surv

was to apnd directiotwork. Thedentified rothe Client.

cations ande of traffic

d on a fair wks and 24 hvehicle occ

ndary earmaddition, screcuracy of trea in two ne Survey lon consultat

t locations nsultation w

URBAN AREA 4 - 5

July 2012

vey

preciate nal split

e survey oad links

d Screen c during weather hours at cupancy

arked in een line the data parts in

ocations ion with

and 11 with the


10 sclocat

The f


Location

1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

creen line ctions where

Location

1

2

3

4

5

6

7

8

9

10

following o

1. Traf2. Hou3. Pea4. Dire5. Traf6. Occ

d Methodology

Tab

n No

SH- 2

Laxm

Airpo

Jawa

A.B R

Bhan

M G R

New

A.B.R

Ring

Kanad

Subas

Bhag

Usha

Naray

count locatie screen line

Tab

n No

Sukhn

Annap

R.T.O

Manik

Bhanw

New L

Jawah

Shastr

New D

M. R.-

utputs were

ffic Characturly variatiok hour traff

ectional distffic compos

cupancy of V

ble 4-2 Mi

27 Banganga

mi Bai Road Ne

ort Road (Near

har Marg Nea

Road Near Ind

war Kuan Roa

Road Near TI

Dewash Road

Road Near Sur

Road Near Ma

dia Road

sh Marg Near

irath Pura

Nagar Main R

yan Kothi Nea

ions were se surveys w

ble 4-3 Scre

nivas Road Lev

purna Road N

Road Leval Cr

k Bagh Road F

war Kuan Roa

Loha Mandi R

har Marg (Nea

ri Bridge

Dewas Road (

-10 ROB

e derived fr

eristics in teon of traffic fic flows, tribution ofsition and InVehicle and

CO

id Block Su

Mid Bl

ear Tata Steel

r B.S.F)

ar Prem Sukh

ra Colony

ad Near Allhab

Mall

d

rabhi Garden

ayur Hospital

r Smriti Talkies

Road

ar E S I C Nikun

selected onwere carried

een Line Su

Screen

vel Crossing

ear Railway C

roossing

Flyover

d Flyover

oad Railway C

ar Bank of Bar

Raj Kumar Fly

rom the Cla

erms of avein PCUs and

f traffic ntensity of t intensity o

OMPREHENSIVE M

urvey Locat

lock Locations

bad Bank

s

ni E.S.I

N-S screen out is:

urvey Locat

Line Location

Crossing

Crossing

roda)

yover)

ssified Traff

erage daily td Vehicles

traffic alongof passenger

OBILITY PLAN (CM

tions

s

n line (railw

tions

ns

fic Volume

traffic (ADT

g the corridor trips

MP) FOR INDORE U

way line). Th

Count surve

T)

ors

URBAN AREA 4 - 6

July 2012

he list of

ey data


4.4.4

The and to inestab

The classmethThe itrip passcolle

The f

4.4.5

The deveprovStud

The prevtraff

Classand pm).wher


Roadsi

objective ogoods traffnto the Stblishing the

O-D surveysified traffichod. The Oinformationpurpose, trenger vehic

ected on sam

following o

1. Travtrav

2. Detuse

Classif

primary obelop Short vided inputsy Area alon

traffic datious studieic growth tr

sified turninwas conduc The surveyre intersect

d Methodology

ide Origin

of the OD sfic coming fudy Area

e travel patt

y was carriec volume suO-D survey wn collected rip length, ocles and goomple basis w

utputs were

vel pattern vel, journeyails on goodd, trip lengt

fied Turnin

bjective of Term Imp

s for develng with conc

a obtaineds collected rends and p

ng movemected on a fay locations tion volume

–Destinat

urvey was trom variou(internal zotern of thro

ed out at alrveys. The s

was carried as part of thoccupancy, ods tonnagewas ‘expand

e derived fr

in terms ofy times and ds movemeth, lead-loa

ng Movem

carrying ourovement loping capaceptual layo

d was also as part of

patterns.

ent counts wair weatherwere finali

e count surv

CO

tion Survey

to determins directionsones) and ugh trips.

ll outer corsurvey was for a perio

he OD survewhether ree, commodded’ based

rom the Roa

f size and decost.

ent in termsd spectrum

ment Survey

ut turning Measures.

acity augmout of grade

analysed the second

was carriedr working dsed in cons

veys were c

OMPREHENSIVE M

y at Cordo

ne the movs outside thvice versa

rdon locatiodone adopd of 24 houey includedegular commity types foon the tota

adside OD s

esire, trip pu

s of quantitym etc.

y at Inters

movement Turning m

entation pe separators

along withdary data co

d out at seleday for a pesultation wiarried out i

OBILITY PLAN (CM

on Points

vement pathe Study Ar. This surv

ons simultating Roadsi

urs on Outed origin/desmuter/occa

or goods vehal traffic vol

survey at Co

urpose, trip

y by type an

sections

survey at movement roposals fos etc. if req

h comparabollection pr

ected 29 jueriod of 16 ith Client. Ts:

MP) FOR INDORE U

tterns of paea (externavey also ai

neously alode Direct Inr Cordon lotination of

asional travhicles etc. Tume counts

ordon point

p length, mo

nd size, mod

intersectiocount surv

or junctionsuired.

ble historicrocess, to e

nctions (Tahours (6-am

The list of lo

URBAN AREA 4 - 7

July 2012

assenger al zones) imed at

ong with nterview ocations. the trip, eler, for

The data s.

ts

ode of

de

ons is to vey also s in the

al data, establish

able 4-4) m to 10-ocations


The f


following o

1. Traf2. Hou3. Pea4. Dire5. Traf6. Trav

trav7. Det

mod8. Occ

d Methodology

Tab

Loc No

1 2 3 4 5 6 7 8 9

10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29

utputs were

ffic Characturly variatiok hour traff

ectional distffic composvel pattern vel, journeyails on intrade used, tri

cupancy of V

ble 4-4 Inte

01_Palasia C02_Guitar C03_Industry04_Mari Ma05_Gangwa06_Bhawar 07_Shivaji V08_Madhur 09_Regal Ch10_Bada Ga11_Vijay Na12_HIG Mai13_Cat Colo14_Collecto15_I.T.I Cho16_Dewas N17_Khajrana18_Jail Road19_Gurudw20_Tilak Pat21_Teen Im22_Rau Cho23_Imli Sahe24_Geeta B25_Chawan26_Raj Moh27_Mahal K28_Rajiv Ga29_Tillore C

e derived fr

eristics in teon of traffic fic flows, attribution ofsition and Inin terms of

y times and a city goodsp length, leVehicle and

CO

ersection Su

Name of I

Chowk Chowky House Chowata Chowk l ChowkKuan Chowk

Vatika ChowkMilan Chowk

howkanpati Chowkgarn Road T-Poi

ony Chowkr Office Chowwk (Nr. Clerk

Naka Chowka Chowkd D.R.P Line Cara Chowk th Chowk li Chowk

owkeb Gurudwarahawan Chowki Chowk

halla ChowkKachehri Road

ndhi ChowkChowk Bye Pas

rom the Roa

erms of avein PCUs and

t intersectiof traffic at inntensity of tf size and decost.

s movemenad-load spe intensity o

OMPREHENSIVE M

urvey Loca

ntersection

wk

k

nt

wkClny)

howk

a Chowkk

ss Road

adside OD s

erage daily td Vehicles a

ons ntersectionstraffic at intesire, trip pu

t in terms oectrum etc.

of passenger

OBILITY PLAN (CM

ations

survey at Co

traffic (ADTat intersecti

s tersections urpose, trip

of quantity b

r trips withi

MP) FOR INDORE U

ordon point

T) at intersecions

p length, mo

by type and

in the Study

URBAN AREA 4 - 8

July 2012

ts

ctions

ode of

d size,

y Area


4.4.6

This furthimprstreeusedsepacons

PedelocatweatlocatPedealonginter

Fromacroto pl


Pedest

survey helher assists rovements et furnitured as an inpuaration viz.sultation wit

estrian volutions wherether workintions in coestrian survg(right) andrsection loc

m the pedesss and alonan for pede

d Methodology

trian Surve

ps in identiin prepar

in existing , etc. at and

ut to the PV subways th the Clien

No 1 2 3 4 5 6 7 8 9

10 11 12 13 14 15 16 17 18 19 20 21 22 23 24

ume count e pedestrianng day for njunction w

vey was cad across moations.

strian surveng the impoestrian facil

ey

ifying the nring along pedestrian

d near thes² Value (P-p

or over-bnt and are g

Table 4-5

IntersLaxmibai NagMari Mata ChMalhar Ganj TNarsingh BazaRam Krishna Gangwal ChoRajwada P.Y Annapurna RBhawar KuanSarwate Bus SImli Sahib GuTilak Nagar (PKanadia RoadRace Course RPatni Pura -MJail Road (M.RKrishan Pura Kahamn RoadM G Road (NePalasia ChowGuitar ChowkIndustry HousTower ChowkSubhash Mar

(along ann traffic is s

a period owith the trrried out f

ovements fo

ey, informaortant roadsities at imp

CO

nature and and acrosfacilities, v

se facilities. pedestrian Vbridges. Thiven in Tabl

Pedestrian

section/ Roadgar Road-GrainhowkTori ChowkarBaghwkRoadoad(Dashera SquareStand Roadrudwara Chow

Patrakar Chowd (Telephone Road

Malwa MillR.D.Line)Bridge

d Khamahe Sqear Gandhi Hak

kse Chowkkrg Janta Colon

d across) significantly of 16 hourraffic volumfor all pedeor mid bloc

ation relatins in the studortant inter

OMPREHENSIVE M

quantum oss pedestrviz. footpatData obtai

V-vehicle) the survey le 4-5.

n Survey Lo

d Name of Locn Mandi

Grund)

wkwk)Nagar)

quareall)

y

surveys wehigh. The s

rs (6 a.m. tme counts estrian movck locations

ng to the indy area warsections/m

OBILITY PLAN (CM

of pedestriaian channe

ths, subwayned from tho warrant alocations

ocations

cation

ere carried urvey was cto 10 p.m.at mid-blo

vements sus and all acr

ntensity of s obtained.

midblocks et

MP) FOR INDORE U

an movemeelisation scys, zebra crhe survey ha pedestrianwere fina

out at 37conducted o) at the id

ocks and juuch as alonross movem

pedestrian . This data itc.

URBAN AREA 4 - 9

July 2012

ents and chemes, rossings, has been n grade-lised in

7 critical on a fair

dentified unctions. ng (left), ments at

volume is useful


4.4.7

The charcove

The This the Iwas

The Infordesigbe d

Detaday indiv

The houstrip m

4.4.8

WithStuddemappr

Parkoff stsurveand condin Ta


Househ

objective oacteristics o

ering 5000 h

householdsprocess incndore Munbased on re

household rmation, Pegned to incoifficult to ob

ails were cobefore the

vidual stage

survey prosehold and making patt

Parkin

h the steep y Area. Thand and

ropriate me

ing survey wtreet parkineys were doat major ex

ducted in foable 4-6.

d Methodology

hold Surve

of the housof residentshouseholds

s for the surcluded selecnicipal Corpesidential p

survey quersonal Levorporate crbtain reliab

ollected of te day of thes to know t

ovided outpindividual

tern and its

ng Surveys

rise in the e primary supply chaasures to co

was carriedng survey loone at On sxisting off sor 12 hours

ey

sehold survs of Indore in the Stud

rvey were scting samploration areopulation o

uestionnaireel Informat

rosschecks obly, such as t

the trips pee interview

the characte

puts on thlevel respe

s relation wi

s

growth of objective oaracteristicsontain the d

out on 20 ocations whstreet parkinstreet parkin

on a fair w

CO

vey was to city. The s

y Area.

selected on e of house

ea. The samof the wards

e was dividtion and Tron some ofthe informa

erformed byw. The detaeristics of li

he socio-ecectively. In ith socio-ec

vehicles paof the parks, identify demand in t

locations ouhich were fing locationng lots in th

weather wo

OMPREHENSIVE M

assess theurvey was

the basis oholds withi

mple size of s obtained f

ded into 3rip Informaf the most iation on hou

y the respoails of the nked trips.

onomic anaddition it

conomic cha

arking has bking survey

issues anthe horizon

ut of whichnalized in cs on major he Study Arrking day. T

OBILITY PLAN (CM

socio-econcarried out

of a randomn each of thhousehold

from the re

main modation. The

mportant rusehold/pe

ndent durintrip were

d personalprovided d

aracteristics

become mais to appr

nd constran year.

17 were onconsultationarterial and

rea. The paThe survey

MP) FOR INDORE U

nomic and t on a samp

m survey teche 69 wards within eacent census

dules - Hoquestionna

responses tersonal inco

ng the last broken do

l characterdetailed hos.

ajor problemreciate the aints and

n street andn with IMC.d sub arterirking survelocations a

URBAN AREA 4 - 10

July 2012

the trip ple basis

chnique. ds within

ch ward s data.

ousehold aire was hat may me.

working wn into

istics at ousehold

m in the parking suggest

d 3 were Parking al roads

eys were re given


Lo

P 1P 2P 3P 4P 5P 6P 7P 8P 9P 1P 1P 1P 1P 1P 1P 1P 1P 1P 1P 2

4.4.9

To adesticarri

The passa samtermuser hour

This The dispepatteneed(rail/


oc No

1 Anan2 Kana3 M G4 Koth5 Gand6 Koth7 City 8 Rajw9 Subh10 Jail R11 Jawa12 Bart13 Patn14 Mor15 Sapn16 Sapn17 Cloth18 Sanj19 Siya 20 Siya

Comm

assess the cination/origed out at al

survey waenger (air, rmple size of

minal study characteris

rs at eight te

survey helpinformatio

ersal systemern due to d was estab/air/road), t

d Methodology

Location

nd Bazar Roadadia Road G Road hari Market dhi Hall MG R

hari Market Centre

wada hash Marg Road ahar Marg an Bazar

nipura ai Mohalla

na Sangeeta Rna Sangeeta Rh Market ay Setu Ganj Road Ganj Mahara

uter Surve

characteristgin outsidell major air,

s aimed atrail and roaf 3400 passwas to assestics at air,erminals (5

ped to stren collected

m. Also, bachange in sblished to to keep in p

Table 4-6

d SakBenKotIml

Road CouKotCityRajChiChiGurRamPatChh

Road TowRoad Vik

NarSanRai

ni Rd Rai

ey at Publi

tics of the the Study bus and ra

t capturingad). A stratifsengers entess the phy, bus and rbus and 2 r

engthen thed will help ased upon csocio econodevelop on

pace with th

CO

6 Parking S

ket Chowk to Angali Square tthari Market ti Saheb Gurdwurt to Imli Sahthari Market (y Centre Comwada Chowk man Bagh Chman Bagh Chrudwara to Ram Laxman Chotnipura Chowkhawni Chowk wer Chowk toram Tower torsing Chowk tnjay setu (Autlway Station tlway Station t

ic Transpo

originatingy Area, detil terminals

g the inforfied randomtering or leaysical characrailway statrail, 1 air).

e existing fain formul

current moomic characn priority, ahe future tra

OMPREHENSIVE M

Survey Loc

Direc

Anand Chowko Ashirwad Coto Boliya Sarkawara Chowk theb GurdwaraAuthorised Paplex (Authorito Krishna Coowk to Nagarowk to M.G.Ram Laxman Chowk to Pipli Bk to Nanda Nato Chawal Va Vikram Towe

o Aggarsain Cho Mandir thorised Parkito A A Khumbto Central Kot

ort Termin

g/destined tailed regios.

mation on m sampling aving the tecteristics, oions. The s

acilities andating term

ode choice cteristics ana particularavel deman

OBILITY PLAN (CM

cations

ction

k omplex ar Ki Chatri Pato Rani Pura Chowk arking) ised Parking)

omplex (Imli Br Nigam ChowRoad howk azar Chowk agar Chowk li Gali

er Chowk howk

ing) bati & Sons Shtvali

nals

trips in theonal traffic

movemenmethod wa

erminals. Toperational survey was

d plan for ninal facilitydata and t

nd land user mode of d patterns

MP) FOR INDORE U

ark

azar Road) wk

hop

e Study Arsurveys ha

t of long das adopted tThe objectiv

characteriscarried ou

new ones iny plans andhe changin

e at regionaregional tr

and mode c

URBAN AREA 4 - 11

July 2012

rea with as been

distance to cover

ve of the stics and t for 24

n future. d traffic

ng travel al levels, ransport choices.


4.4.10

PT &char

• •

Opersuchassescharcost cove12 sa

Usereconafformajoperfovolumcity tusers

The Table


Mass T

Operat

& IPT suracteristics.

Operator c

User charac

rational cha as bus, Aussed by iacteristics sof operati

ered variousamples wer

r characterinomic charardability chor auto staormed at idme count atravel pattes. Boarding

various prie 4-7.

d Methodology

Transport

tor Survey

vey coversThese inclu

haracteristi

cteristics.

aracteristicsto Rickshawnterviewingsuch as totaion per kms operator sre surveyed

stics were acteristics, aracteristicnds and ta

dentified locnd OD surv

ern. The ODg/alighting s

mary traffi

and Interm

y

s two diffude:

ics.

s of public w, Tata Magg the ageal number om, earning services/grofor PT and

determinedtravel patte

cs. The survaxi stands fcations on

veys was alsD surveys incsurveys wer

c surveys,

CO

mediate Pu

ferent aspe

transport agic, Maruti encies to of routes, nu

per km, faoups/unionIPT operato

d by interverns, factorvey of PT afinalized in random sam

so carried ocluded the tre carried o

typology an

OMPREHENSIVE M

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DRAFT FINAL REPORT July 2012 Chapter 5 Road Network & Speed and Delay Characteristics

5. ROAD NETWORK & SPEED AND DELAY CHARACTERISTICS

5.1 Introduction

Road Network Inventory within the Indore Urban Area was carried out as a part of the study for primary and secondary roads. The survey was carried out along all major arterials and major roads in the Study Area. The total existing road network of Indore Urban Area is of 458 km consisting of total 1024 links. The total length of surveyed road network is 270 Km with average link length of 0.26 Km.

The basic character of Indore road network is Ring and Radial system with the AB Bye pass, Ring road, AB road, KiIla miadan Road, Mari Mata road, Bada Ganpati Road etc as rings and Dhar Road, Pithampur Road, Khandwa road, Navlakha Road, MG road, Khajrana Road etc as radials.

The data collected as part of this survey includes carriageway width, right of way, availability of footpath, median, street lighting and abutting land-use. Link Wise road network inventory data is given in Annexure ‘B’. The summary of road network characteristics as emerging from this survey is presented in subsequent paragraphs.

5.2 Road Network characteristics

5.2.1 Right of Way (ROW)

About 6.3% of the surveyed road length has ROW less than 10 m, 8.7% have ROW more than 60 m. These are mainly new roads in the city. Around 60% of the road network has ROW between 10-30 m which indicates the limitation of the carrying capacity of the roads (Table 5-1).

Table 5-1 Distribution of Study Area Road Length by Right of Way RIGHT OF WAY(m) ROAD LENGTH(km) PERCENTAGE (%)

<10 17.18 6.37 10--20 87.82 32.56 20--30 71.24 26.41 30--40 49.53 18.36 40--60 20.36 7.55

>60 23.585 8.74 Total 269.71 100.00

Source: RITES Primary Surveys – 2011



5.2.2 Carriageway Width

The distribution of Road Network as per carriageway width is presented in Table 5-2. It can be observed that 42% of surveyed road network length has Carriageway less than 9.0 m indicating the capacity limitation of roads, 14.9% has C/W between 11.0-15.0 m and 37.1% has C/W greater than15.0 m.

Table 5-2 Distribution of Road Network as per Carriageway Width SI. No. Carriageway Road Length (Km) %

1 <6.5 54.77 20.31

2 2-Lane (6.5-9.0 mtr.) 59.69 22.13

3 3-Lane (9.0 – 11 mtr.) 14.82 5.49

4 4-Lane (11-15 mtr.) 40.38 14.97 4-Lane Divided 23.53 58.27 4-Lane Undivided 16.85 41.73

5 6-Lane (15-22 mtr.) 83.20 30.85 6-Lane Divided 73.35 88.16 6-Lane Undivided 9.85 11.84

6 8-Lane (>22 mtr) 16.85 6.25

Total 269.71 100.00 Source: RITES Primary Surveys – 2011

5.2.3 Median

The distribution of road network by availability of median is shown in Table 5-3. The table indicates that only about 40% of the roads in the Study Area have median.

Table 5-3 Distribution of Road Network by Availability of Median Median ROAD LENGTH (in km) PERCENTAGE (%)

Present 108.872 40.37

Absent 160.836 59.63 TOTAL 269.71 100.00


5.2.4 Service Roads

It is observed from Table 5-4 that only about 12.5% of road network in the Study Area has service roads and the rest of the network is without service roads. Most of the primary roads due to its restrictive and small ROW do not have service roads which affects their capacity adversely. Majority of the road length with service road is having service lane on both sides.



Table 5-4 Distribution of Road Length by Availability of Service Road Service Road Road Length (Km) %

Present 33.72 12.50

One-Side 4.09 -

Both-Sides 29.63 -

Absent 236.00 87.50 Total 269.71 100.00


5.2.5 Street Lighting

Availability of street lights by type and their locations has been presented in Table 5-5 & Table 5-6. It is observed that 15.82% of road network do not have street lights, about 63.7% of road network has sodium street lights. Only 6.88% of road network has street light located on both sides of the road

Table 5-5 Distribution of Study Area Road Length by Availability of Street Lighting Type

Light Type Length (in km) Percentage (%) Sodium 171.80 63.70 Fluorescent 52.19 19.35 Filament 3.04 1.13 No Light 42.68 15.82 Total 269.71 100.00


Table 5-6 Distribution of Study Area Road Length by Street Lighting Location Location of Light Length (in km) Percentage (%)

On Median 47.67 17.67 One Side Only 159.12 59.00 Both Side 18.56 6.88 Median & One Side 1.69 0.63 No Light 42.68 15.82 Total 269.71 100.00


5.2.6 Condition of Roads

The distribution of road network as per the road condition is presented in Table 5-7. It is observed that about 49.2% of road network has good road condition, and about only 8.85% has poor road surface condition.

Table 5-7 Distribution of Roads as per Surface Condition SI No Road Condition Road Length (Km) Percentage

1 Good 132.864 49.26 2 Fair 112.99 41.89 3 Poor 23.857 8.85 Total 269.71 100.00




About 51% of the Study Area has bituminous road surface and 49% is Cement Road is presented in Table 5-8.

Table 5-8 Distribution of Roads as per Surface Type SI No Road Type Road Length (Km) Percentage

1 Bitumen 136.32 50.54 2 Cement 133.39 49.46

Total 269.71 100.00 Source: RITES Primary Surveys – 2011

5.2.7 Abutting Land-use

The distribution of road network with respect to land-use is presented in Table 5-9. It has been observed that nearly 43.66% road network is abutted by residential landuse and about 36.98% by commercial landuse, about 6.89% of the road network is abutted by vacant land and approximately 3.5%, 2.93% and 6.04% is abutted by Institutional, Industrial and Green Area.

Table 5-9 Land-use Along Road Network SI

No Abutting Land

use Left Side Right Side

Total % Length % Length %

1 Residential 120.52 44.68 114.97 42.63 43.662 Commercial 101.08 37.48 98.38 36.48 36.983 Vacant 18.08 6.70 19.08 7.07 6.894 Institutional 7.03 2.61 11.83 4.39 3.505 Industrial 7.94 2.95 7.90 2.93 2.936 Green Area 15.06 5.58 17.55 6.51 6.04

Total 269.71 100.00 269.71 100.00 100.00 Source: RITES Primary Surveys – 2011

5.2.8 Foot Paths

Footpaths are available for about 41% of the surveyed road network and about 24% of the total existing network of the city. Majority of it is on both sides as presented in Table 5-10. Thus a large length of road network is without footpaths. However, quality of footpaths in terms of surface, width and geometrics are not up to the standards for most of the footpath length observed in the Study Area.

Table 5-10 Distribution of Road Length by availability of Footpath Footpath Road length (km) Percentage (%)

Present 110.96 41.14 One-side 5.99 - Both-sides 104.97 - Absent 158.75 58.86 Total 269.71 100




5.2.9 On Street Parking

Table 5-11 presents the distribution of road network by On street parking. The table reveals that about 27.7% of the road network surveyed was found to have On street parking.

Table 5-11 Distribution of Road Network by On street Parking Parking (On Street) Road Length (Km) %

Present 74.86 27.75

One-Side 13.63 -

Both-Sides 61.23 -

Absent 194.85 72.25 Total 269.71 100.00


5.3 SPEED & DELAY SURVEY

The Speed & Delay Surveys were carried out to assess the journey and running speeds along the Study Area road network. The 'Floating Car Method' was used for private modes. These surveys were conducted for bi-directional traffic movement streams during peak (morning and evening) and off-peak hours on a fair weather working day.

5.3.1 Journey Speed

Table 5-12 below presents the journey speed characteristics of the traffic stream along the surveyed road network. The surveyed road network comprised a total length of about 270 Km in the Study Area.

The table indicates that about 27% of the road length has journey speed less than 10 kmph in peak indicating congestion while only 10.3% of the surveyed road network has journey speed less than 10 kmph in off peak hour. The average journey speed observed on the surveyed road network is 16.35 kmph in peak and 21.5 kmph in off peak hour.

Table 5-12 Distribution of Road Length by Peak/Off-Peak Hour Journey Speed (Traffic Stream)

JOURNEY SPEED

(in kmph)

STUDY AREA ROAD LENGTH (in km)

Peak hour (%) Off-Peak hour (%)

<10 73.06 27.09 27.88 10.34

10-20 59.81 22.18 64.71 23.99

20-30 95.49 35.41 94.91 35.19

30-40 31.70 11.75 70.32 26.07

>40 9.64 3.58 11.88 4.40

TOTAL 269.71 100.00 269.71 100.00




5.3.2 Running Speed

The running speed characteristics of the surveyed road network are presented below in Table 5-13. It has been observed that about 18% of the road network has running speed between 10-20 kmph in peak and 7.7% in off peak hour. The running speeds on the road network is higher in off peak hour as compared to peak hour. The average running speed observed on the surveyed road network is 23.28 kmph in peak and 27.05 kmph in off peak hour.

Table 5-13 Distribution of Road Length by Peak/Off-Peak Hour Running Speed (Traffic Stream)

RUNNING SPEED

(in kmph)

STUDY AREA ROAD LENGTH (in km)

Peak hour (%) Off-Peak hour (%)

<10 0.00 0.00 0 0.00

10-20 49.73 18.44 20.90 7.75

20-30 161.56 59.90 145.08 53.79

30-40 48.37 17.93 91.45 33.91

>40 10.05 3.72 12.257 4.54

TOTAL 269.71 100.00 269.71 100.00


5.3.3 Delay Profile

The distribution of delays and causes for the traffic stream is presented below in Table 5-14. Traffic congestion is the major cause of delay (86%) in the Study Area road network indicating need for measures to control traffic congestion. The average duration of delay observed on the surveyed road network is 98.1 seconds in peak and 52.38 seconds in off peak hour

Table 5-14 Distributions of Delays and Causes (Traffic Stream)

CAUSES OF DELAYS STUDY AREA ROAD LENGTH

NO. OF POINTS PERCENTAGE (%)

Traffic Signals 37 7.76

Traffic Congestion 408 85.53

Traffic Signal + Traffic Congestion 29 6.08

Animal 2 0.42

Railway Xing 1 0.21

TOTAL 477 100.00




5.4 Problem Audit – DEGREE OF CONGESTION

The Degree of Congestion on the link is the relative value of the maximum ‘posted’ speed observed on any of the link of the road network to the observed ‘actual’ speed on the link under consideration. It is formulated as:

Dc = {(Sp - So) x 100} / Sp

where

Dc = Degree of congestion

Sp = Maximum posted speed (in kmph)

So = Observed link speed (kmph)

The maximum posted speed observed on few of the links on the road network is 50 km/hr in both peak and off peak hour. The degree of congestion of major links of the road network in peak hour and off peak hour is tabulated and given in Table 5-15.

Table 5-15 Degree of congestion of important links in peak and off peak hour

Name of Location Degree of congestion

Peak Hour Off Peak Hour

Palasia Chowk - Towards Rajwada 54 44

Palasia Chowk - Towards Vijaynagar 89.4 78.45

Palasia Chowk - Towards Geeta Bhawan 72 60

Palasia Chowk - Towards Bengali Square 91.3 84.65

Guitar Chowk - Towards Saket 76 68

Guitar Chowk - Towards Vijaynagar 94.8 90.52

Guitar Chowk - Towards Palassia 89.4 78.45

Industry House Chowk - Towards Narayan Kothi 97.6 94.12

Industry House Chowk - Towards Palassia 94.8 90.52

Industry House Chowk - Towards Vijaynagar 76 60

HIG Main Road T- Point - Towards Vijaynagar 62 52

HIG Main Road T- Point - Towards Patnipura 62 52

HIG Main Road T- Point - Towards Geeta Bhawan 84.8 72.48

Geeta Bhawan Chowk - Towards Palassia 84.7 75.29

Geeta Bhawan Chowk - Towards Shivaji Vatika 64 56

Geeta Bhawan Chowk - Towards Geeta Mandir 95.4 90.26

Geeta Bhawan Chowk - Towards Madhurmilan 64 56

Chawani Chowk - Towards Sarwate 91.3 81.32

Chawani Chowk - Towards Aggraisain Chowk 92.2 83.67

Chawani Chowk - Towards Madhurmilan 92.2 83.67

Chawani Chowk - Towards GPO 92.2 83.67

Bhawar Kuan Chowk - Towards Choithram Chowraha 60 50

Bhawar Kuan Chowk - Towards Navlakha 60 50

Bhawar Kuan Chowk - Towards Asaram Bapu Chowraha 60 50





Teen Imli Chowk - Towards Asaram Bapu Chowraha 60 50

Teen Imli Chowk - Towards Nimavar 60 50

Teen Imli Chowk - Towards Navlakha Chowraha 60 50

Teen Imli Chowk - Towards Bengali Sq 10 10

Rajiv Gandhi Chowk - Towards Bhawarkua 60 50

Rajiv Gandhi Chowk - Towards Choithram 60 50

Rajiv Gandhi Chowk - Towards Asaram Bapu Chowraha 60 50

Gangwal Chowk - Towards Malganj 50 42

Gangwal Chowk - Towards Chandan Nagar 60 50

Raj Mohalla Chowk - Towards Narsingh Bazaar 50 42

Raj Mohalla Chowk - Towards Indira Nagar 60 50

Raj Mohalla Chowk - Towards Bada Ganpati 50 42

Raj Mohalla Chowk - Towards Gangwal 50 42

Bada Ganpati Chowk - Towards Rajmohalla 60 50

Bada Ganpati Chowk - Towards Airport 60 50

Bada Ganpati Chowk - Towards Rajwada 60 50

Bada Ganpati Chowk - Towards Sadar Bazaar 60 50

Mari Mata Chowk - Towards Banganga 85 77.43

Mari Mata Chowk - Towards Killa Maidan 85.4 74.85

Mari Mata Chowk - Towards Martund chowk 87.4 80.62

Mari Mata Chowk - Towards DRP Line Jail Road 92.3 85.93

Jail Road D.R.P. Line - Towards Ciman Bagh 91.4 84.35

Jail Road D.R.P. Line - Towards Marimata 87.3 56

Jail Road D.R.P. Line - Towards Ram Bagh 58 50

Jail Road D.R.P. Line - Towards Rajkumar Bridge 87.3 56

Gurudwara Chowk - Towards Rajwada 89.8 81.82

Gurudwara Chowk - Towards Patel Bridge 86.3 79.68

Collector Office Chowk - Towards Palsikar Colony 48 40

Collector Office Chowk - Towards Gurudwara 46 40

Collector Office Chowk - Towards Maharana Pratap Statue 46 40

Regal Chowk - Towards Madhurmilan 46 40

Regal Chowk- Towards Rajwada 87.3 76.64

Regal Chowk- Towards Palassia 96.7 95.19

Cat Colony Chowk - Towards Rau 60 50

Cat Colony Chowk - Towards Sukhniwas 60 50

Cat Colony Chowk - Towards Rajendra Nagar 60 50

Khajrana Chowk - Towards Srinagar Extn 46 34

Khajrana Chowk - Towards vijaynagar 76.6 64.58

Khajrana Chowk - Towards Khajrana 46 34

Khajrana Chowk - Towards Bengali square 55.2 39.47

Imli Saheb Gurudwara Chowk - Towards Ranipura 88.6 78.11

Imli Saheb Gurudwara Chowk - Towards Sikh Mohalla 86 79.73





Imli Saheb Gurudwara Chowk - Towards Rajwada 91.9 85.53

Imli Saheb Gurudwara Chowk - Towards Gandhi Hall 54 48

Rau Chowk - Towards Bye Pass 50 42

Rau Chowk - Towards Mumbai 50 42

Rau Chowk - Towards Pithampur 50 42

Rau Chowk - Towards AB Road 50 42

Mahal Kachehri Chowk - Towards ChandraBhaga 60 50

Mahal Kachehri Chowk - Towards Hathipala 60 50

Mahal Kachehri Chowk - Towards South Thoda 60 50

I.T.I Chowk (Nr.Clerk Colony) - Towards Patnipura 66.1 42

I.T.I Chowk (Nr.Clerk Colony) - Towards Electronic Complex 40 34

I.T.I Chowk (Nr.Clerk Colony) - MR 10 48 42

I.T.I Chowk (Nr.Clerk Colony) - Pardesipura 66.1 42

Tillori Chowk Bye Pass Road - Towards Navlakha 50 42

Tillori Chowk Bye Pass Road - Towards kanadia byepass 50 42

Tillori Chowk Bye Pass Road - Towards Khandwa Tillore 50 42

Tillori Chowk Bye Pass Road - Towards Rau (Mumbai) 60 50

Dewas Naka Chowk - Towards VijayNagar 76.6 64.58

Dewas Naka Chowk - Towards Khispra 60 50

Dewas Naka Chowk - Towards Niranjanpur 50 42

Dewas Naka Chowk - Towards Pipli 60 50

SH-27 BanGanga 85 77.43

Laxmi bai Nagar Road -Grain Mandi 60 50

Airport Road BSF 78.7 69.99

Jawahar Marg - Premsukh 58 50

A.B.Road Near Indera puri 60 50

Bhawarkuan To Tower Choraha 60 50

M.G. Road TI Mall 70 62

Malwa Mill To Patni Pura - New Dewas Road 80.6 44

AB Road Surbhi Garden 64 58

Ring Road Mayur Hospital 55.2 39.47

Kanadia Road 79.5 69.01

Subhas Marg Samriti Talkis 83.4 68

Bhagirath Pura 52 46

Usha Nagar Main Road 60 50

Narain Kothi To Atal Dwar 56 46


The degree of congestion varies from 10 at road towards Bengali Chowk from Teen Imli chowk to 97.6 on road towards Narayan Kothi from Industry House Chowk in the peak hour, while the highest degree of congestion was observed at road towards Palassia from Regal Chowk (95.19) in off peak hour.



Table 5-16 shows the distribution of major links on the road network based on Degree of congestion. The table clearly indicates that 32% of the major links have degree of congestion ranging between 50-60 in peak hour, whereas in off peak hour about 11.2% of the links have degree of congestion between 50-60. The analysis indicates that about 32% of the tabulated links have link speed less than 10 kmph in peak hour whereas in off peak hour about 16% of the links have speeds less than 10 kmph.

Table 5-16 Distribution of links based on Degree of congestion

Degree of Congestion

<40 40-50 50-60 60-70 70-80 80-90 >90

Peak Hour 1.6% 16.0% 32.0% 12.8% 5.6% 18.4% 13.6% Off Peak Hour 8.0% 43.2% 11.2% 9.6% 12% 8.8% 7.2%


5.5 CONCLUSIONS & RECOMMENDATIONS

Mobility needs of Indore is primarily catered by National and State highways which run all through the City. Some of the NH and SH even pass through the Core area of the City. In spite of a number of National and State highways forming a major part of the available road network, traffic speeds are very low i.e. 16.35 kmph in peak and 21.5 kmph in off peak hour. The reduced speeds and efficiency of the network is due to various reasons as such:

• Unavailability of a legitimate road hierarchy: The road hierarchy in Indore is not well defined. Arterial roads have been encroached such as they do not serve the purpose of carrying major traffic volumes as in the case of SH27 which is narrowed to a width of not more than 6 m inside Core area.

• Broken connectivity in the Core area: The Core area in general has narrow roads with negligible scope of widening. In spite of available ROW, extensive encroachment over the decades is majorly responsible for current situation. This has resulted into broken connectivity between different parts of the City.

• Quality of infrastructure: Most of the roads have not been developed to their ROW whereas most of the ROW is left unused as unpaved shoulders which is also prone to encroachment. In general, all over the City, roads have insufficient carriageway width and essential network facilities such as medians, footpaths, street furniture etc. are absent.

• Closely spaced intersections: A typical network characteristics in Indore is closely spaced intersections with self regulatory management measures as installation of rotaries. With a slow rate of discharge, rotaries and minimum spacing between the junctions, junction management is not working as Q length of one congests immediate junction.



• Encroachment: Unauthorised use of roads space by street hawkers/vendors and unauthorised On-street parking form the major form of encroachment. In general, highest degree of encroachments has been observed on major junctions.

• Missing links: Many major roads in the City are underutilized. This is due to missing links which shun connectivity between the major Origin and Destination nodes in the City.

Above listed issues as identified for the road network of the City have been addressed under various heads in the Chapters detailed with Core area improvement plan, mobility improvement measures and long term proposals.


DRAFT FINAL REPORT July 2012 Chapter 6 Traffic & Travel Characteristics at Outer Cordon

6. TRAFFIC &TRAVEL CHARACTERISTICS AT OUTER CORDON

6.1 Introduction

Traffic characteristics help in appreciating the temporal features of travel within and to & from the Study Area. The relationship of traffic intensity with network capacity helps in appreciating the spatial traffic characteristics of the city. This appreciation and understanding is essential for identifying the present conditions and constraints, eliciting proper policies and strategies, selecting relevant systems to promote mobility for the people as guided in the MoUD toolkit to prepare the Comprehensive Mobility Plan for the city. In the present study, traffic characteristics have been studied at four levels of measurement of vehicle flow stated below based on Outer Cordon, Mid Block, Screen Line and intersection locations:

a) Average Daily Traffic (ADT) b) Traffic Composition c) Peak Hour Traffic and Passenger Characteristics d) Directional Split

Travel (Origin and Destination) characteristics of the traffic particularly at the outer cordon, is important primarily to establish the level of interaction of the study area with neighboring settlements and also to identify the quantum of destined/through traffic. This survey reveals primarily three kinds of movements’ viz. external – internal, internal – external and external – external. As a part of this survey detail of passenger and freight traffic related to movement pattern, average occupancy and mode used, trip purpose, commodity carried etc. were collected. To appreciate the usage of road network by traffic comprising of different modes, different vehicles have been converted in PCU (Passenger Car Unit).

The adopted PCU factors are as per the IRC norms provided in Table 6-1.

Table 6-1 PCU Conversion Values

S No Mode PCU Value S No Mode PCU Value 1 Car/Jeep/Van 1.0 8 Company Bus 3.0 2 2-wheeler 0.5 9 Mini Bus 1.5

3 3-wheeler 1.0 10 Truck 3.0 4 Contact Van 1.0 11 LCV 1.5 5 Tata Magic 1.5 12 MAV 4.5 6 City Bus 3.0 13 Cycle 0.5 7 School Bus 3.0 14 Others 6.0

Source: IRC Codes



6.2 Traffic Volume Characteristics

6.2.1 Average Daily Traffic (ADT) Characteristics

On an average 1,53,270 vehicles (1,76,426 PCUs) move into and out of Indore Urban Area every day as observed at the outer cordon locations. Table 6-2 presents the average daily traffic intensity at the outer cordon locations. By Pass (near Mangliya) and NH 3 (near Medicap institute) both the locations are on National Highway which account for a total of about 46% of the total traffic entering and exiting the Study Area. Among State Highways, SH-27- MR 10 carries the maximum traffic (24216 vehicles) which accounts for 16% of the total traffic observed at all OC locations. The major traffic interaction is observed at NH3, near medicap institute (53,394 PCU’s) due to the presence of colleges/institutions and a nearby settlement “Mhow”. Another important Outer Cordon Location where the traffic interaction is substantial is at By Pass near Mangliya (38529 PCU’s) due to regional traffic influence between the city and Dewas, Ashta, Sonkatch, Sehore and Bhopal. The average daily occupancy of bus observed at Outer cordon Locations is 35.23. The average occupancy of cars and two wheelers was observed to be 3.71 and 2.43 respectively. IPT modes such as auto rickshaws, Contract Van & Tata Magic have average occupancy of 1.2, 0.3 and 5.4 respectively.

Table 6-2 Daily Traffic Volume (24 hours) at Outer Cordon Locations

Loc No

LOCATION Incoming Outgoing Total

Vehicles PCU's Vehicles PCU's Vehicles PCU's No % No %

OC 1 By Pass (Near Mangliya ) 13925 16513 16115 22016 30040 20 38,529 22 OC 2 NH - 59A (Near Giriraj Bagh) 4212 3955 4341 3894 8553 6 7,849 4

OC 3 Khandwa Road (Near CDITM toll)

7360 9080 6064 7547 13424 9 16,627 9

OC 4 NH 3 (Near Medicap Institute) 23140 29220 17027 24175 40167 26 53,394 30 OC 5 Pitham Pur (Near IIM) 6313 9139 5900 6624 12213 8 15,763 9

OC 6 Dhar Road (Near Choitram Netralaya)

5032 5396 4936 5211 9968 7 10,606 6

OC 7 Air Port Road (Near Telephone Exchange Gandhi Nagar)

7190 5400 7499 5271 14689 10 10,671 6

OC 8 SH-27 MR10 9904 10469 14312 12520 24216 16 22,989 13 TOTAL 77076 89171 76194 87255 153270 100 176426 100

Source: Primary Survey March ‘2011

6.2.2 Daily Passenger Trips at Outer Cordon Locations

The daily passenger trips have been calculated from the vehicular volume and occupancy data generated from the primary surveys at all surveyed locations. Table 6-3 given below presents the total passenger traffic that move in and out of the Outer Cordon Locations every day.



Table 6-3 Daily Passenger Trips at Outer Cordon Locations

Loc No Location Name Passenger Trips

Total Trips

Car 2-Whlr AutoContract

Van Tata

Magic Bus

Mini Bus

Trips

OC 1 By Pass (Near Mangliya ) 27681 31394 103 7 932 15639 8540 84,295 OC 2 NH-59A (Near Giriraj Bagh) 3063 13559 16 26 2837 3581 2508 25,589

OC 3 Khandwa Road (Near CDITM Toll)

10351 16330 97 7 1206 13135 5144 46,270

OC 4 NH-3 (Near Medicap Institute)

38207 40159 174 0 471 24383 12646 1,16,040

OC 5 Pitham Pur (Near IIM) 6025 14805 98 0 615 7607 5015 34,165

OC 6 Dhar Road Near Choitram Netralaya

6161 13432 42 0 2119 7341 5917 35,012

OC 7 Air Port Road (Near Telephone Exchange Gandhi Nagar)

5250 26631 117 0 2888 13225 1450 49,561

OC 8 SH-27 MR-10 19467 33515 212 27 331 15501 7331 76,384 Grand Total 116204 189826 860 66 11399 100412 48551 4,67,317

Composition (%) 24.87 40.62 0.18 0.01 2.44 21.49 10.39 Source: Primary Survey March ‘2011

More than 4.6 lakh passengers’ enter and exit the Study Area daily from these OC locations. Out of the total 4,67,317 passenger trips at all OC locations, NH3 near Medicap institute has the highest entering and exiting passenger trips in a day. The lowest passenger interaction is observed at NH-59 A near Giriraj Bagh which accounts for only 5% of the total passenger trips observed at all OC locations. Private Vehicles (cars & 2 wheeler) account for 66% of the total passenger trips which reflects the need of a good public transport system.

6.2.3 Traffic Composition Characteristics

Figure 6-1 presents the overall composition of traffic at all Outer Cordon Locations. In general, out of the total traffic crossing Outer Cordon Locations in a day, the share of two wheelers is highest of 49% followed by 24% share of freight traffic. The share of Public Transport, IPT and Slow vehicles is 4%, 1% and 2% respectively.

Figure 6-1 Overall Traffic Composition at Outer Cordon Locations

Source: Primary Survey January ‘2011

49%

20%

1%

4%

24%

2%

2 Whlr

Car/Jeep

IPT

PT

Goods Vehicle

Slow Vehicles



The traffic composition at most of the locations exhibits predominance of fast moving passenger traffic varying from 63% at Pitham Pur to 83% at Airport Road. The fast passenger vehicles predominantly consist of two wheelers, cars, auto & Tata Magic while among the slow vehicles, cycles are predominant modes. Public Transport share at all Outer Cordon locations is low ranging from 2.7% at NH-59 A to 4.9% at Dhar Road. Table 6-4 presents the broad composition of traffic at different Outer Cordon Locations. Pithampur (Near IIM), NH3 (near Medicap institute) and By Pass (near Mangliya) are major goods traffic movement points. The goods traffic at these locations is almost 30% of the total traffic. Slow moving traffic is predominant at Airport Road (7.1%) followed by SH-27 MR10 (4.27%). Major contributor of traffic includes two wheeler traffic at Airport Road (70.3%) followed by NH-59 A (63.8%). Airport Road has the maximum share of private modes (80%). SH 27 MR 10 has low share of goods traffic (16.2%) with 76% share of private modes and 4.3% share of slow moving traffic.

Table 6-4 Composition of Traffic at Outer Cordon Locations

Loc No LOCATION

Total

% composition

Private Modes

IPT* PT** Goods Vehicle

Slow Vehicles*** Vehicles PCU's

2 Whlr Car/Jeep

OC 1 By Pass (Near Mangliya ) 30040 38529 41.28 24.88 0.53 2.88 29.6 0.83

OC 2 NH - 59A (Near Giriraj Bagh) 8553 7849 63.87 9.06 4.14 2.77 17.97 2.19

OC 3 Khandwa Road (Near CDITM toll) 13424 16627 48.13 20.11 1.43 4.53 23.94 1.86

OC 4 NH 3 (Near Medicap Institute) 40167 53394 41.33 23.77 0.33 3.31 30.93 0.33

OC 5 Pitham Pur (Near IIM) 12213 15763 48.44 13.39 0.92 3.72 31.76 1.78

OC 6 Dhar Road (Near Choitram Netralaya) 9968 10606 53.43 15.86 2.84 4.91 21.66 1.3

OC 7 Air Port Road (Near Telephone Exchange Gandhi Nagar) 14689 10671 70.38 9.84 2.76 2.91 6.98 7.12

OC 8 SH-27 MR10 24216 22989 53.99 21.86 0.53 3.11 16.23 4.27

TOTAL 153270 176426 49.31 19.87 1.15 3.37 24.18 2.12

* IPT comprises of Auto Rickshaws, Tata Magic and Contract Vans ** PT comprises of City Buses, Mini Buses, Company Buses and School Buses *** Slow Vehicles comprises of Bicycles


6.2.4 Peak Hour Traffic Characteristics

It is important to appreciate the peak hour traffic and passenger requirements as manifested by traffic flow and plan the transport system and services to efficiently meet these needs at desirable levels of service.

Table 6-5 presents the morning peak and evening peak hour traffic and its share in the daily traffic at outer cordon locations. Of the total daily traffic at OC locations, the share of peak hour traffic varies from 4.7% to 10.7%. At most of the locations the peak hour factor is ranging from 6%-8%. The morning peak hour volume varies from 666 PCUs (704 vehicles) on



NH-59A Near Giriraj Bagh to 3,137 PCUs (2,871 vehicles) on NH-3 (Near Medicap Institute) & evening peak hour volume varies from 448 PCUs (560 vehicles) on NH-59A Near Giriraj Bagh to 3,257 PCU’s (2,610 vehicles) on NH 3 (Near Medicap Institute). The morning peak hour observed at Pithampur is 9:00-10:00 whereas it is 1:15-12:15 at NH 3. The evening peak hour observed at Airport Road is 16:15 to 17:15 whereas it is 20:15 to 21:15 at Pithampur.

Table 6-5 Morning and Evening peak hour at Outer Cordon Locations

Loc No

Location Name

Total Traffic Morning Peak Evening Peak

(Veh.) (PCU's) Morning

peak Hour

(Veh.) % of

ADT (PCU's)

% of

ADT

Evening peak Hour

(Veh.) % of ADT

(PCU's) % of

ADT OC 1

By Pass (Near Mangliya )

30040 38529 11:00-12:00

2417 8.0 2919 7.6 16:45-17:45

2422 8.1 2751 7.1

OC 2

NH-59A (Near Giriraj Bagh)

8553 7849 9:30-10:30

704 8.2 666 8.5 17:00-18:00

560 6.5 448 5.7

OC 3

Khandwa Road (Near CDITM Toll)

13424 16627 11:00-12:00

960 7.2 986 5.9 17:45-18:45

892 6.6 1180 7.1

OC 4

NH-3 (Near Medicap Institute)

40167 53394 11:15-12:15

2871 7.1 3137 5.9 16:30-17:30

2610 6.5 3257 6.1

OC 5

Pitham Pur (Near IIM)

12213 15763 9:00-10:00

775 6.3 748 4.7 20:15-21:15

777 6.4 868 5.5

OC 6

Dhar Road Near Choitram Netralaya

9968 10606 11:00-12:00

1066 10.7 808 7.6 17:00-18:00

682 6.8 596 5.6

OC 7

Air Port Rd (Nr. Tele. Exc. Gandhi Ngr)

14689 10671 9:45-10:45

1355 9.2 904 8.5 16:15-17:15

1197 8.1 858 8.0

OC 8

SH-27 MR-10 24216 22989 10:45-11:45

1806 7.5 1426 6.2 17:15-18:15

1668 6.9 1457 6.3


6.2.5 Peak Hour Passenger Characteristics

Peak Hour Average occupancy for bus, cars, two wheelers, auto rickshaws, Contract Van & Tata Magic was found to be 43, 4.2, 2.7, 2.2, 1.2 and 8.4 respectively. The mini buses on an average have occupancy of 19.

Table 6-6 presents the morning and evening peak hour passenger trips at Outer Cordon locations. It was observed that the peak hour passenger trips at different locations varies from 2,064 Trips NH-59A (Near Giriraj Bagh) to 9308 Trips at NH-3 (Near Medicap Institute) at morning peak and evening peak varies from 1,980 trips at NH-59A (Near Giriraj Bagh) to 8,965 Trips at NH-3 Near Medicap Institute throughout a normal working day. The peak hour factor varies from 7% to 10.9% across all OC locations.



Table 6-6 Peak Hour Passenger Trips at Outer Cordon Locations

Location Name Peak Hour Passenger Trips Peak Hour Trips

Total Daily Trips

Peak Hour % of the daily

Trips Car 2-

Whlr AutoContract

Van Tata

Magic Bus Mini Bus

By Pass (Near Mangliya ) 3051 2751 23 0 116 774 630 7345 84,295 8.71 NH-59A (Near Giriraj Bagh) 238 935 2 13 403 240 234 2064 25,589 8.07

Khandwa Road (Near CDITM Toll) 1003 1450 5 0 108 276 484 3326 46,270 7.19 NH-3 (Near Medicap Institute) 2565 4318 10 0 42 1092 1281 9308 1,16,040 8.02 Pitham Pur (Near IIM) 517 1288 3 0 58 516 288 2669 34,165 7.81 Dhar Road Near Choitram Netralaya 518 2031 2 0 297 336 638 3821 35,012 10.91 Air Port Road (Near Telephone Exchange Gandhi Nagar) 449 2820 16 0 214 1176 63 4738 49,561 9.56 SH-27 MR-10 1100 2652 22 7 23 2352 544 6698 76,384 8.77

Grand Total 17977 33525 140 26 2021 14491 8650 76831 467317 8 % of the Total 23.4 43.64 0.18 0.03 2.63 18.86 11.26 100


6.2.6 Directional Split Characteristics

The total daily and peak hour directional distribution of traffic at Outer Cordon Locations is presented in Table 6-7. The directional split characteristics at the OC locations shows that the total daily traffic in peak direction varies from 50.39% at NH-59A near Giriraj Bagh to 57.98% at Pithampur near IIM. The peak hour peak direction traffic varies from 50.9% to 60.9% of the total peak hour traffic. The analysis shows that there is not much difference in volume of traffic between the two directions at most of the Outer Cordon locations.



Table 6-7 Total Daily and Peak Hour traffic at Outer Cordon Locations

Name of Outer Cordon Location

Total Traffic Directional Distribution

(Veh.) (PCU's)

Total Daily

Traffic in Peak

Direction % share

Total Daily Traffic in Off Peak Direction % share

Peak Hour Traffic in

Peak Direction %

share

Peak Hour Traffic in Off Peak Direction % share

By Pass (Near Mangliya ) 30040 38529 57.14 42.86 57.76 42.24 NH-59A (Near Giriraj Bagh) 8553 7849 50.39 49.61 60.71 39.29

Khandwa Road (Near CDITM Toll) 13424 16627 54.61 45.39 59.52 40.48 NH-3 (Near Medicap Institute) 40167 53394 54.72 45.28 52.6 47.4 Pitham Pur (Near IIM) 12213 15763 57.98 42.02 60.75 39.25

Dhar Road Near Choitram Netralaya 9968 10606 50.87 49.13 60.93 39.07

Air Port Rd (Nr. Tele. Exc. Gandhi Ngr) 14689 10671 50.6 49.4 50.91 49.09 SH-27 MR-10 24216 22989 54.46 45.54 55.39 44.61


6.3 Passenger Travel Characteristics

The trip characteristics analysis of passenger trips at the outer cordon points reveal that external to external trips are insignificant with only 5.56% share in total trips. This shows that the majority of the trips are either originating or destined in the City. Table 6-8 shows the passenger travel pattern at outer cordon locations.

Maximum number of passenger trips in Indore come from NH3 near Medicap (59.22%) followed by Khandwa road (54.05%). Nearest major urban center falling on these corridors are Mhow and Khandwa respectively.

Maximum E-E movement has been recorded on SH27 Ujjain road (9.74%) followed by Khandwa road (8.86%). It is noticeable that SH27 corridor falls in extreme North of the City and it connects to Khandwa road as a southern corridor inside the city via Bhawarkua sq. It is possible that the E-E trips recorded on Khandwa road uses Ujjain road to cross the City. This indicates that the through traffic on Khandwa road and Ujjain road is passing through the city indicating the requirement of byepass road. Presently the byepass in the city doesn’t cater to the total through traffic.



Table 6-8 Distribution of Passenger Trips Originating and Destining between Zones

S. No

Name of Outer Cordon Trips (I-E) Trips (E-I) Trips (E-E) Total

1

By Pass (Near Mangliya)

28598 26062 3330 57990

(49.32%) (44.94%) (5.74%)

2

NH-59A (Near Giriraj Bagh)

6880 7819 1337 16036

(42.90%) (48.76%) (8.34%)

3


9640 14048 2304 25992

(37.09%) (54.05%) (8.86%)

4

NH-3 (Near Medicap Institute)

29227 45214 1908 76349

(38.28%) (59.22%) (2.50%)

5

Pitham Pur (Near IIM)

10536 8453 1387 20376

(51.71%) (41.49%) (6.81%)

6


8757 9345 813 18915

(46.30%) (49.41%) (4.30%)

7

Air Port Road (Near Telephone Exc. Gandhi Ngr)

15964 14223 475 30662

(52.06%) (46.39%) (1.55%)

8

SH-27 MR-10

29596 16797 5005 51398

(57.58%) (32.68%) (9.74%)

Grand Total 139198 141961 16559 297718

(46.75%) (47.68%) (5.56%) Source : Primary Survey March 2011

6.3.1 Average Trip Length

Average Trip Lengths of passenger vehicles (Car & Two-wheeler) at the outer cordons are presented in Table 6-9. It has been observed that the average trip length of car is about 68 Km which is varying from 26.7 Km at Airport Road (minimum) to 124.79 Km at Byepass Road near Mangliya (maximum). While the average trip length of two – wheeler is about 26 Km varies from 18.08 Km at Airport Road (minimum) to 30.94 Km at Khandwa Road (maximum).

47.68% (E-I)

46.75% (I-E)

5.56% (E-E)



The average trip length on Airport road suggests that most of the trips are made from Dhar, the nearest urban center from Indore on this corridor. An average trip length of 124 km on NH3 near Mangliya denotes long distance intercity trips being performed from locations as Gwalior and Maxi. Highest average trip length for two wheelers is recorded on Khandwa road (30.94 km) suggesting two wheeler as preferred mode between Indore and Khandwa.

Table 6-9 Average Trip Lengths by Passenger Modes at Outer Cordons (Km)

Outer Cordon Locations Average Trip Length (Km) Car Two-wheeler

Byepass 124.79 27.48 NH-59A 68.37 25.96 Khandwa Road 94.3 30.94 NH-3 44.31 22.41 Pithampur 34.97 28.05 Dhar Road 80.09 29.86 Airport Rd. 26.7 18.08 SH-27 68.79 26.71

Source : Primary Survey March 2011

The distribution of trips by distance of travel at all outer cordon locations has been shown in Table 6-10. It has been observed that 33% of trips are performed within a distance of 20 – 40 Km at all cordon locations. As 82% of the total trips performed at all outer cordons are within the distance of 40 kms, it can be concluded that the catchment area of Indore for any trip purpose is 40 kms approx. Urban centres falling in a catchment of 40 km radius are Dewas, Sonkutch, Mhow, Pithampur, Dhar, Nagda, Depalpur, Sawer, and Maxi. Ujjain and Khandwa, though are more than 40 km from Indore but still fall in catchment of Indore. The trip length frequency distribution has been shown in Figure 6-2.

Table 6-10 Distribution of Trips by Travel Distance at Outer Cordon Locations

Location Name Distribution of Trips (%) Total 0--5 5--10 10--20 20--40 40--60 60--80 80>

By Pass (Near Mangliya ) 11 9 17 44 8 3 7 100NH-59A (Near Giriraj Bagh) 4 10 36 29 8 5 8 100 Khandwa Road (Near CDITM Toll) 7 8 29 18 11 12 14 100NH-3 (Near Medicap Institute) 13 12 28 34 6 3 3 100Pitham Pur (Near IIM) 6 8 21 54 7 2 2 100 Dhar Road Near Choitram Netralaya 10 8 25 35 11 7 4 100Air Port Road (Near Telephone Exc. Gandhi Ngr) 29 18 22 21 7 2 1 100 SH-27 MR-10 7 15 27 26 16 6 3 100Total 12 12 25 33 9 5 4 100Source : Primary Survey March 2011



Figure 6-2 Trip Length Frequency Distribution (Passenger Trips)


The purpose wise average trip lengths (ATL) at outer cordon locations has been shown in Figure 6-3. The maximum ATL has been observed for business and social trips of about 32 Km each followed by work (29 Km) and education (28 Km) trips.

Figure 6-3 Purpose wise ATL at outer cordons


6.3.2 Average Occupancy

Analysis on occupancy of the vehicles on Outer cordon revealed that the average occupancy of car and two – wheeler is 3.71 and 2.43 respectively. Average mode-wise occupancy levels at individual outer cordon locations are presented in Table 6-11.



Table 6-11 Average Occupancy of Passenger Modes at Outer Cordons

Outer Cordon Locations Car Two-wheeler Byepass 3.72 2.43 NH-59A 3.80 2.40 Khandwa Road 3.78 2.45 NH-3 3.88 2.37 Pithampur 3.66 2.43 Dhar Road 3.80 2.43 Airport Rd. 3.48 2.48 SH-27 3.60 2.48

Source: Primary Survey March 2011

6.3.3 Trip Purpose

It has been observed that the work and business trips together constitute about 50% of the trips followed by social (13.92%) and education (5.56%) trips. The trip purpose at all the locations across outer cordon points is shown in Table 6-12.

Table 6-12 Distribution of Passenger Trips by purpose at Outer Cordons

S. No Name of Outer Cordon Work Business Education Social Others Total 1 By Pass (Near Mangliya ) 17165 6268 748 14010 19798 57990 (29.60%) (10.81%) (1.29%) (24.16%) (34.14%)

2 NH-59A (Near Giriraj Bagh) 4884 1075 680 2381 7016 16036

(30.46%) (6.70%) (4.24%) (14.85%) (43.75%)

3 Khandwa Road (Near CDITM Toll) 6744 4963 1239 2214 10833 25992

(25.95%) (19.09%) (4.77%) (8.52%) (41.68%)

4 NH-3 (Near Medicap Institute) 20871 16328 7583 16547 15021 76349

(27.34%) (21.39%) (9.93%) (21.67%) (19.67%) 5 Pitham Pur (Near IIM) 8705 2976 619 1310 6768 20376 (42.72%) (14.60%) (3.04%) (6.43%) (33.21%)

6 Dhar Road Near Choitram Netralaya 8692 1867 76 521 7760 18915

(45.95%) (9.87%) (0.40%) (2.75%) (41.02%) 7 Air Port Road (Near

Telephone Exc. Gandhi Ngr)

11716 5538 182 691 12535 30662

(38.21%) (18.06%) (0.59%) (2.25%) (40.88%) 8 SH-27 MR-10 18904 7028 5434 3756 16275 51397 (36.78%) (13.67%) (10.57%) (7.31%) (31.67%)

Grand Total 97682 46042 16559 41429 96006 297718

(32.81%) (15.47%) (5.56%) (13.92%) (32.25%) Source: Primary Survey March 2011



The work trips are predominant at all the points on outer cordon locations of the total trips, which is the typical travel characteristic of urban areas. Maximum number of work trips are observed on Dhar road (45.95%) followed by Pithampur road (42.72%). As Pithampur is the largest industrial region of the city, large no. of people commute to Pithampur for work purpose.

The analysis of mode wise purpose of trips also reveals that the work and business trips constitute major share followed by social and education trips. This indicates that people are commuting by passenger modes to their workplaces from the city to surrounding nearby areas and vice versa. The mode wise trip purpose at all the locations across outer cordon points is shown in Table 6-13. 68% of passengers travel by personal modes to travel for other purpose followed by work trips (62%)

Table 6-13 Distribution of Mode wise Passenger Trips by purpose at Outer Cordons

Trip Purpose

Car Two-wheeler

No. % No. % Work 27412 24.05 70269 38.25Business 23034 20.21 23008 12.52Education 10137 8.89 6422 3.50Social 24181 21.21 17248 9.39Others 29232 25.64 66774 36.35Total 113997 100.00 183721 100.00


6.3.4 Trip Frequency

Analysis of the trip frequency shows that the majority of trips (40%) are daily trips followed by weekly trips and monthly trips having a frequency of 32% and 21% respectively. This is obvious that the daily trips are mostly work/education trips so it also supports the same observations given in previous paragraphs. Table 6-14 shows the trip frequency at all locations across outer cordon points and Table 6-15 shows the mode wise trip frequency at outer cordons.



Table 6-14 Trip Frequencies by location on Outer Cordon Points

Location Name Frequency of the Trip

Daily Weekly Monthly Occassionally Total

By Pass (Near Mangliya ) 29.25 19.58 33.49 17.69 100

NH-59A (Near Giriraj Bagh) 31.89 27.17 36.22 4.72 100

Khandwa Road (Near CDITM Toll) 27.57 33.82 22.43 16.18 100

NH-3 (Near Medicap Institute) 38.64 29.22 22.24 9.90 100

Pitham Pur (Near IIM) 47.11 23.75 24.95 4.19 100

Dhar Road Near Choitram Netralaya 31.85 43.43 16.70 8.02 100


47.39 35.50 12.25 4.86 100

SH-27 MR-10 41.98 38.38 11.17 8.47 100

Total 38.42 31.66 21.01 8.91 100Source : Primary Survey March 2011

The higher daily trips are observed at Airport road and Pithampur as people residing in Indore comes daily to Pithampur for work and business purpose. When comparing the trip frequency by mode, maximum trips whether daily, weekly and monthly are being made by two wheelers.

Table 6-15 Modewise Frequency of Trips at Outer Cordons

Frequency Distribution of Trips (%)

Car Two-wheeler

Daily 3.06 35.36

Weekly 4.91 26.75

Monthly 3.03 17.98

Occassionally 1.57 7.34 Source : Primary Survey March 2011

6.3.5 Travel Time

The distribution of trips by time of travel at all outer cordon locations has been shown in Table 6-16. It has been observed that about 80% of the trips are performed within a time interval of 1 hour. 6% of the trips have travel time of more than 2 hours. The trips occurring for short duration are more showing the strong interaction of the city with its surrounding places.



Table 6-16 Distribution of Trips by Travel Time at Outer Cordon Locations

Location Name Distribution of Trip (%)

0--15 15--30 30--45 45--60 60--90 90--120 120> Total

By Pass (Near Mangliya ) 15 23 9 37 5 5 7 100

NH-59A (Near Giriraj Bagh) 6 35 9 22 6 10 12 100 Khandwa Road (Near CDITM Toll)

11 27 9 15 6 12 20 100

NH-3 (Near Medicap Institute) 19 31 13 21 6 5 6 100

Pitham Pur (Near IIM) 10 25 15 33 5 9 4 100 Dhar Road Near Choitram Netralaya

14 23 8 29 8 10 7 100


32 30 9 19 4 6 1 100

SH-27 MR-10 13 31 8 26 14 5 3 100

Total 16 28 10 25 7 7 6 100Source : Primary Survey March 2011

6.4 Goods Travel Characteristics

Modes carrying freight in to and out of Indore City are light commercial vehicles, heavy trucks and multi axle trucks. Following sections briefly describe the freight movement pattern at the outer cordon. Data collected from Origin-Destination survey has been analysed to study the movement pattern of freight vehicles at the outer cordon.

The movement of goods from Indore to outer cordons is maximum on NH3 towards Mangliya in North (47.35%) and NH3 near Medicap in down South (43.79%). In northern direction, NH3 connects Indore to major industrial regions of Dewas, Gwalior and Agra while in South, NH3 connects Indore to Mhow, Malegaon, Nashik and Mumbai.

The external to internal share of goods trips is also high on NH3 near Medicap (50.60%), less than only to Ujjain road (53.34%).

Maximum external to external trips use Pithampur road (37.12%) followed by Khandwa road (35.59%). Pithampur is the largest industrial area of Indore region referred to as the 'Detroit of India' while Khandwa road is used by majority of traffic coming from Maharashtra.



Table 6-17 Distribution of Goods Trips Originating and Destining between Zones

S.No Name of Outer Cordon Trips (I-E) Trips (E-I) Trips (E-E) Total

1 By Pass (Near Mangliya )

4210 3319 1363 8892 (47.35%) (37.33%) (15.33%)

2 NH-59A (Near Giriraj Bagh)

637 676 220 1533 (41.55%) (44.10%) (14.35%)

3 Khandwa Road (Near CDITM Toll)

1152 918 1144 3214 (35.84%) (28.56%) (35.59%)

4 NH-3 (Near Medicap Institute)

5441 6287 696 12424 (43.79%) (50.60%) (5.60%)

5 Pitham Pur (Near IIM)

932 1507 1440 3879 (24.03%) (38.85%) (37.12%)

6 Dhar Road Near Choitram Netralaya

854 990 308 2152 (39.68%) (46.00%) (14.31%)

7 Air Port Road (Near Teliphone Exchange Gandhi Nagar

429 445 152 1026 (41.81%) (43.37%) (14.81%)

8 SH-27 MR-10

1099 2101 739 3939

(27.90%) (53.34%) (18.76%)

Grand Total 14754 16243 6062 37059

(39.81%) (43.83%) (16.36%) Source : Primary Survey March 2011

6.4.1 Average Trip Length

Average Trip Length of goods vehicles at the outer cordons is presented in Table 6-18. It has been observed that the average trip length of LCV is 45 Km which is varying from 31 Km at NH-3 (minimum) to 64 Km at Khandwa Road (maximum). While the average trip length of truck is 369 Km which is varying from 103 Km at NH-3 (minimum) to 561 Km at SH-27 (maximum). The average trip length of Multi axle vehicle is 749 Km which is varying from 40 Km at Dhar road (minimum) to 1103 Km at Khandwa road (maximum).

43.83% (E-I)

16.36% (E-E)

39.81% (I-E)



The analysis of trip lengths of goods vehicles revealed that LCV is being used for carrying intracity freight traffic while Trucks and MAV are used for carrying intercity and interstate freight traffic in the city. The maximum trip length is prevalent on major freight corridors viz. Khandwa Road, Pithampur Road and SH-27.

Table 6-18 Average Trip Lengths of Goods Vehicles at Outer Cordons

S. No.

Outer Cordon Locations Average Trip Length (Km)

LCV Truck MAV 1 By Pass (Near Mangliya ) 56 238 7742 NH-59A (Near Giriraj Bagh) 46 213 3 Khandwa Road (Near CDITM Toll) 64 559 11034 NH-3 (Near Medicap Institute) 31 103 8505 Pitham Pur (Near IIM) 42 440 7476 Dhar Road Near Choitram Netralaya 40 350 407 Air Port Road (Near Telephone Exc. Gandhi

Ngr) 28 487 8 SH-27 MR-10 52 561 977


The distribution of goods trips by distance of travel at all outer cordon locations has been shown in Table 6-19. It has been observed that more than 60% of goods trips are performed within a distance of 50 Km. This analysis reveals that the majority of freight movement is occurring between the city and its neighbouring settlements. It can be concluded that the catchment area of Indore for freight movement is approx. 50 Km. The trip length frequency distribution has been shown in Figure 6-4.

Table 6-19 Distribution of Travel Distance by Goods Vehicles at Outer Cordons

Location Name Travel Distance in Kms. 0-25 25-50 50-100 100-

200 200-500

500-1000

>1000 Total

By Pass (Near Mangliya ) 30 37 7 8 4 9 4 100

NH-59A (Near Giriraj Bagh) 37 30 20 6 4 3 0 100


25 12 17 15 10 16 6 100

NH-3 (Near Medicap Institute) 41 35 11 2 0 9 2 100

Pitham Pur (Near IIM) 13 49 6 4 7 13 9 100


33 41 8 4 6 8 1 100


48 27 10 0 2 12 1 100

SH-27 MR-10 28 19 19 5 8 17 4 100

Total 30 32 12 6 6 11 4 100Source : Primary Survey March 2011



6.4.2 Commodity Distribution

In order to understand the loading pattern and commodity movement, all the commodities have been grouped into 11 categories as given below in Table 6-20. Data collected was thus analysed to study the commodity movement pattern. The distribution of freight trips by commodity carried has been presented in Table 6-21.

Figure 6-4 Trip Length Frequency Distribution (Goods Trips)


Table 6-20 Distribution of Trips by Travel Time at Outer Cordon Locations

The analysis of commodity wise trip distribution reveals that majority of freight trips are bringing goods from surrounding places (43.83%) for the consumption in the city. Most of the vehicles found were empty during I-E (45.6%) and E-I (45.21%) movements. There is a considerable share of through traffic, i.e. E-E (16.36%). Chemicals are the major commodities in through traffic. Milk, fruits, vegetables and cotton are the major commodities in E-I traffic movement. Consumer goods and metals are the major commodities in I-E traffic movement.

Type of Commodity

Name of Commodity

1 Manfactured Goods(Spares And Finished) 2 Consumer Goods 3 Cereals And Pulses 4 Milk And Fruts,Vegetables 5 Petroleum Products 6 Cotton And Yarn 7 Metals 8 Construcation Materials 9 Chemicals

10 Other Including Contents UnKnown(Specify) 11 Empty



Table 6-21 Distribution of Trips by Commodity at Outer Cordon Locations

Sl. No Name of Outer Cordon I-E E-I E-E Total 1 Manfactured Goods(Spares And Finished) 37.35 44.82 17.83 100.002 Consumer Goods 44.99 33.98 21.03 100.003 Cereals And Pulses 38.07 33.30 28.63 100.004 Milk, Fruits and Vegetables 30.01 55.07 14.93 100.005 Petroleum Products 39.65 44.10 16.25 100.006 Cotton And Yarn 19.62 52.27 28.11 100.007 Metal 41.71 41.97 16.32 100.008 Construction Materials 32.14 56.24 11.62 100.009 Chemicals 20.98 37.76 41.26 100.00

10 Other Including Contents UnKnown(Specify)

33.70 36.23 30.06 100.00

11 Empty 45.60 45.21 9.19 100.00Grand Total 39.81 43.83 16.36 100.00


6.5 Desire Line Diagrams 6.5.1 Passenger Traffic Movement

The passenger traffic movements viz. I-E, E-I and E-E have been shown in the form of desire line diagrams in Figure 6-5 to 6-7. It can be concluded from the desire line diagram of passenger movement from I-E that maximum no. of passengers from Indore are commuting to Airport road and Pithampur which reveals the influence of nearest urban and industrial settlements on the city confirming the characteristics as discussed in previous paragraphs. The desire line diagram of external to internal passenger movement shows that the maximum passenger traffic in the city is coming from NH3 near Medicap, Khandwa road and Dhar road. These trips are due to work and business purpose. Mhow and Khandwa are the major areas on these corridors which have a strong interaction with the city.



Figure 6-5 Desire Line Diagram of Passenger from I-E



Figure 6-6 Desire Line Diagram of Passenger from E-I

The desire line diagram of external to external passenger movement confirms the low share of through traffic.



Figure 6-7 Desire Line Diagram of Passenger from E-E

6.5.2 Freight Traffic Movement

The freight traffic movements’ viz. I-E, E-I and E-E have been shown in the form of desire line diagrams in Figure 6-8 to 6-10. The desire line diagram of freight traffic from I-E indicates that the major freight traffic from Indore is going towards NH3 near Mangliya and NH3 near Medicap as these corridors are connected to major industrial regions which have an impact on the city.



Figure 6-8 Desire Line Diagram of Goods from I-E



Figure 6-9 Desire Line Diagram of Goods from E-I

The desire line diagram of freight traffic from E-I indicates that the major goods movement in the city is occurring from Ujjain road, NH3 near Medicap and Dhar road. This shows the dependency of the city on industrial establishments connected to above mentioned corridors which are used to fulfill the freight needs of the city.



The desire line diagram of freight traffic from E-E shows that the maximum through freight traffic is found on Pithampur and Khandwa road. This reveals that the majority of freight traffic

from Pithampur and Khandwa road is used to fulfill the freight needs of the other nearest urban settlements of Indore. Therefore this traffic is byepassing the city.

Figure 6-10 Desire Line Diagram of Goods from E-E



6.6 Conclusions & Issues Average daily traffic at NH3 near Medicaps is highest with 30% share (53,394 PCUS) followed by By pass near Mangliya with 22% share (38,529 PCUs) and SH 27 with 13% share (22,989 PCUs) whereas daily passenger traffic is highest at NH3 near Medicaps with 1.16 lakh daily passenger trips followed by By pass near Mangliya with 84,295 passenger trips. Peak hour passenger trips are highest at Dhar road followed by Airport road.

ATL of two wheelers is 26 km at all outer cordons whereas it is highest at Khandwa road (30.94 km). Though, 58% of total trips are performed within a catchment of 40 kms, 49% of the passenger trips are being made by 2 wheelers with average occupancy on all the outer cordon points above 2, whereas public transport share is low at 3.37%, making the highways accident prone areas.

Average trip length for business, work and education are 32 km, 29 km and 28 km respectively and 40% of trips are daily trips on outer cordons. Absence of an efficient PT system connecting all the nearby areas is a major issue.

Corridors with a latent demand for PT system have been derived from the desire line pattern which suggests that major passenger I-E movement is towards Airport and Pithampur and major E-I movement is from NH3 near Medicaps, Khandwa road and Dhar road.

E-E movement is insignificant for passenger trips though, maximum E-E movement is observed at Ujjain road (9.74%) followed by Khandwa road (8.86%). One of the issues with through traffic movement in the City is the E-E traffic is forced to enter the City limits in lieu of a bypass, congesting the City roads. Though, MR10 now connects the Ujjain road to Bypass and Ring road, absence of complete Bypass ring for the North-South Movement trips is an issue.

Maximum freight through traffic (E-E) is on Pithampur road and Khandwa road, which is used for majority of traffic coming from Maharashtra. Major I-E freight movement is on NH3 (both ends) whereas E-I movement is majorly on Ujjain road, NH3 near Medicaps and Dhar road. Major issue regarding freight traffic is that most of this traffic shares the current by pass and ring road which also carry huge amount of passenger traffic. Also, issue regarding location of transport hubs is reported. As the existing transport hubs now fall inside the City limits, freight traffic is forced to enter City limits to access these hubs.


DRAFT FINAL REPORT July 2012 Chapter 7 Traffic Volume Characteristics

7. TRAFFIC VOLUME CHARACTERISTICS

7.1 Mid Block Locations 7.1.1 Average Daily Traffic Characteristics

The traffic counts both in terms of numbers of vehicles and Passenger Car Units (PCUs) have been computed for the total daily (16 hour) traffic at various mid-block locations as presented in Table 7-1. In all about 7 lakh vehicles ply at 15 surveyed mid block locations. Among the 15 roads, the most used corridors are MG Road which caters to 11.17% share in total traffic followed by New Dewas Road which constitutes about 10.87% in the overall mid block traffic share. Airport Road (near BSF) experiences low traffic throughout the day (16 hrs) catering to 3.5% share in overall mid block traffic share amounting to about 18,857 PCU’s

Table 7-1 Daily Traffic Volume (16 Hours) at Mid-Block Locations

S.NO Name of Location Total

Vehicles Total PCU's

% share in total traffic

MB 1 SH- 27 Banganga 50126 35900 7.14 MB 2 Laxmi Bai Road Near Tata Steel 33903 23804 4.83 MB 3 Airport Road (Near B.S.F) 24844 18857 3.54 MB 4 Jawahar Marg Near Prem Sukh 41479 28352 5.91 MB 5 A.B Road Near Indra Colony 38056 33695 5.42 MB 6 Bhanwar Kuan Road Near Allahabad Bank 60850 42628 8.67 MB 7 M G Road Near TI Mall 78378 52569 11.17 MB 8 New Dewas Road 76255 54490 10.87 MB 9 A.B. Road Near Surabhi Garden 45865 29517 6.54

MB 10 Ring Road Near Mayur Hospital 50423 41324 7.19 MB 11 Kanadia Road 41137 30396 5.86 MB 12 Subash Marg Near Smriti Talkies 35389 24851 5.04 MB 13 Bhagirath Pura 29186 17110 4.16 MB 14 Usha Nagar Main Road 61505 42714 8.77 MB 15 Narayan Kothi Near E S I C Nikuni E.S.I 34199 25465 4.87

TOTAL 701595 501672 Source: Primary Survey January ‘2011

7.1.2 Daily Passenger Trips at Mid Block Locations

The average occupancy of cars and two wheelers was observed to be 2.6 and 2.3 respectively. IPT modes such as auto rickshaws, Contract Van & Tata Magic have observed average occupancy of 2.5, 6.5 and 7.1 respectively. Buses and mini buses on an average have occupancy of 31 and 10.6 respectively.



The total passenger traffic observed at mid-block locations is presented in Table 7-2. The table shows that the Passenger trips at different locations varies from 35,659 Trips at Bhagirathpura to 1,91,203 Trips at New Dewas Road throughout a normal working day. Locations handling more than 1 lakh passenger trips per day are Jawahar Marg Near Prem Sukh, A.B Road Near Indra Colony, Bhanwar Kuan Road Near Allahabad Bank, M G Road Near TI Mall, New Dewas Road, A.B. Road Near Surabhi Garden, Ring Road near Mayur Hospital, Usha Nagar Main Road. Private Modes account for 74% of the total passenger trips while the passenger trip catered by buses and mini buses are only 19%. This reflects the need for a good public transport system for the Study Area.

Table 7-2 Daily Passenger Trips at Mid Block Locations

Loc No Name of the

Location

Daily Passenger Trips Total Trips Car 2-Whlr. Auto

Contract Van

Tata Magic

Bus Mini Bus

MB 1 SH- 27 Banganga 10968 63123 3853 4188 5993 8447 2228 98,800

MB 2 Laxmi Bai Road Near Tata Steel

12390 47785 2826 779 575 6737 454 71,545

MB 3 Airport Road (Near B.S.F)

9927 29697 2561 220 5177 32694 561 80,836

MB 4 Jawahar Marg Near Prem Sukh

5040 60278 13818 20593 1401 2715 229 104,073

MB 5 A.B Road Near Indra Colony

24522 38376 6145 1235 2287 41373 9969 123,906

MB 6 Bhanwar Kuan Road Near Allhabad Bank

15848 91291 8411 4990 6228 18402 323 145,494

MB 7 M G Road Near TI Mall

38578 101611 14314 3792 9068 13338 2631 183,332

MB 8 New Dewash Road 28038 97127 17256 12526 5349 29710 1197 191,203

MB 9 A.B.Road Near Surabhi Garden

18221 79680 3796 1260 4186 14273 591 122,008

MB 10 Ring Road Near Mayur Hospital

33734 57091 3232 1679 4586 48858 5778 154,958

MB 11 Kanadia Road 23346 50226 5182 2082 3262 18184 1001 103,282

MB 12 Subash Marg Near Smriti Talkies

5386 54115 7935 1342 8225 7118 442 84,562

MB 13 Bhagirath Pura 2579 30189 1638 95 396 751 12 35,659

MB 14 Usha Nagar Main Road

18141 86212 9283 9116 7066 28735 2538 161,090

MB 15 Narayan Kothi Near E S I C Nikuni E.S.I

8282 49373 4131 7900 7321 1851 202 79,058

Average 254998 936173 104379 71797 71121 273186 28156 1739809 Composition (%) 14.66 53.81 6.00 4.13 4.09 15.70 1.62





The traffic characteristics within the city area are very different as compared to the Outer Cordon Locations. While heavy fright movement is restricted to certain parts of the city, the share of private modes increases considerably. Of the total traffic observed at all the surveyed Mid Block Locations, the share of private modes accounts for about 71% of which two wheeler traffic alone accounts for 57%. It is highly important to note that the share of public transport is as low as 1.3% in the overall traffic scenario. Slow moving traffic accounts for about 16% while IPT keeps a share of 8% only. Goods vehicles predominantly comprises of LCV which run on some parts of the city having a total share of about 4%. Figure 7-1 presents the overall composition of traffic at all Mid Block Locations.

Figure 7-1 Overall Traffic Composition at Mid Block Locations


Table 7-3 presents the broad composition of traffic at all Mid Block Locations. The daily traffic composition at most of the locations exhibit predominance of private modes with as high as 89% share of private modes at AB road near Surbhi Garden followed by 76% at Bhanwar Kuan Road and Ring Road near Mayur Hospital. The share of Slow moving vehicles is highest at Bhagirathpura (46%) followed by SH 27 Banganga (29%). The lowest share of private modes is observed at BhagirathPura (48%) and the share of slow moving traffic is least at AB road near Surbhi Garden (3.85%). Goods traffic is high at AB road near Indra Colony (8.58%) followed by Ring Road near Mayur Hospital (8.2%). Intermediate Public Transport share in the overall traffic share is highest at Jawahar Marg (19.38%) and lowest at Bhagirathpura (2.46%).

57%

14%

8%

1%

4% 16% 2 Whlr

Car/Jeep

IPT

PT

Goods Vehicle

Slow Vehicles



Table 7-3 Composition of Traffic at Mid Block Locations

LOCATION

Total % composition

Vehicles PCU's

Private Modes


Slow Vehicles***

2 Whlr Car/Jeep

SH- 27 Banganga 50126 35900 49.6 7.74 5.85 0.76 7.22 28.83 Laxmi Bai Road Near Tata Steel 33903 23804 57.32 13.4 3.8 0.76 6.75 17.98 Airport Road (Near B.S.F) 24844 18857 53.74 15.5 6.67 3.58 3.57 16.94 Jawahar Marg Near Prem Sukh 41479 28352 61.98 4.64 19.4 0.25 2.78 10.96 A.B Road Near Indra Colony 38056 33695 45.7 21.75 7 4.79 8.58 12.18 Bhanwar Kuan Road Near Allahabad Bank 60850 42628 65.4 10.83 8.79 1.03 4.51 9.44 M G Road Near TI Mall 78378 52569 55.08 18.72 9.96 0.69 0.24 15.3 New Dewas Road 76255 54490 56.75 13.85 10.5 1.15 3.25 14.45 A.B.Road Near Surabhi Garden 45865 29517 74.27 15.29 4.51 0.96 1.11 3.85 Ring Road Near Mayur Hospital 50423 41324 50.78 25.39 3.92 3.46 8.22 8.22 Kanadia Road 41137 30396 51.96 21.76 6.68 1.55 2.02 16.04 Subash Marg Near Smriti Talkies 35389 24851 60.59 5.69 10.9 0.7 3.56 18.58 Bhagirath Pura 29186 17110 44.95 3.15 2.46 0.1 3.2 46.15 Usha Nagar Main Road 61505 42714 57.62 10.96 10 1.69 2.7 17.01 Narayan Kothi Near E S I C Nikuni E.S.I 34199 25465 58.53 12.25 11.3 0.23 3.52 14.15

TOTAL 701595 501669 56.74 13.82 8.43 1.39 3.87 15.76 * IPT comprises of Auto Rickshaws, Tata Magic and Contract Vans ** PT comprises of City Buses, Mini Buses, Company Buses and School Buses *** Slow Vehicles comprises of Bicycles



The morning peak, evening peak hour traffic and the peak hour factor at Mid Block Locations is given in Table 7-4. The peak hour factor at different mid block locations ranges from 7% to 16%. The morning peak hour volume varies from 1,496 PCUs (2,159 vehicles) on Airport Road near B.S.F to 6,174 PCUs (8,396 vehicles) on New Dewas Road & evening peak hour volume varies from 1,717 PCUs (2,320 vehicles) on Airport Road near B.S.F to 5,281 PCU’s (7,865 vehicles) on M.G Road near T.I. Mall. The peak hour factor at most of the locations varies from 8% to 11%. The morning peak hour observed at Bhagirathpura is 9:15 to 10:15 whereas at Subhash Nagar and SH27 Banganga it is 11:45 to 12:45. The evening peak hour is also spread between 17:00 to 18:00 at MG road near TI Mall to 19:00 to 20:00 at Narayan Kothi near ESIC.



Table 7-4 Morning and Evening peak hour traffic and its share in ADT at Mid Block Locations

Name of Mid-Block Location


(Veh.) (PCU's)

Morning Peak Hour

Veh as % of ADT

PCU's as % of ADT

Evening Peak Hour

Veh as % of ADT

PCU's as % of ADT

SH- 27 Banganga 50126 35900 11:45-12:45 8.58 9.12

18:00-19:00 9.24 9.08

Laxmi Bai Road Near Tata Steel 33903 23804

09.45-10.45 10.76 9.86

17:15-18:15 7.25 7.97

Airport Road (Near B.S.F) 24844 18857

10.00-11.00 8.69 7.93

18:15-19:15 9.34 9.11

Jawahar Marg Near Prem Sukh 41479 28352

11:30-12:30 8.3 8.77

17:30-18:30 9.87 9.82

A.B Road Near Indra Colony 38056 33695

10.15-11.15 7.08 7.07

18:30-19:30 7.64 7.95

Bhanwar Kuan Road Near Allhabad Bank 60850 42628

10.45-11.45 7.83 7.45

17:30-18:30 8.21 8.24

M G Road Near TI Mall 78378 52569 10.15-11.15 8.71 8.11

17:00-18:00 10.03 10.05

New Dewas Road 76255 54490 10.30-11.30 11.01 11.33

18:00-19:00 9.89 9.56

A.B. Road Near Surabhi Garden 45865 29517

11.15-12.15 7.3 7.65

17:15-18:15 9.62 10.02

Ring Road Near Mayur Hospital 50423 41324

09.45-10.45 10.2 9.32

18:00-19:00 10.16 10.04

Kanadia Road 41137 30396 09.30-10.30 7.88 7.4

18:30-19:30 11.7 11.29

Subash Marg Near Smriti Talkies 35389 24851

11:45-12:45 9.22 9.57

18:15-19:15 10.06 9.84

Bhagirath Pura 29186 17110 09.15-10.15 12.27 11.08

18:30-19:30 11.97 11.41

Usha Nagar Main Road 61505 42714

10.15-11.15 11.96 10.52

17:15-18:15 8.04 8.58

Narayan Kothi Near E S I C Nikuni E.S.I 34199 25465

10.30-11.30 11.02 9.67

19:00-20:00 10.5 16.05



Peak Hour Average occupancy as observed at all MB locations for cars, two wheelers, auto rickshaws, Contract Van & Tata Magic is 2.8, 2.4, 2.8, 7.2 and 8.2 respectively. The buses and mini buses on an average have peak hour occupancy of 40.3 and 10.5 respectively.

Table 7-5 presents the morning and evening peak hour passenger trips at Mid-Block locations. It was observed that the Passenger trips at different MB locations varies from 2,922 Trips at Bhagirathpura to 21,366 Trips at New Dewas Road in morning peak and varies from 4,782 trips at Bhagirathpura to 18,489 Trips at New Dewas Road during evening peak. The peak hour factor across all MB locations varies from 7% to 13.4%.



Table 7-5 Peak Hour Passenger Trips at Mid Block Locations

Location Name

Peak Hour Passenger Trips Peak Hour

Passenger Trips

Total Daily Passenger

Trips

Peak Hour % of the

daily Trips Car 2-

Whlr. Auto Contract

Van Tata

Magic Bus Mini Bus

SH- 27 Banganga 1047 5800 273 403 598 588 112 8820 98800 8.93 Laxmi Bai Road Near Tata Steel 949 5651 421 91 60 264 0 7436 71545 10.39 Airport Road (Near B.S.F) 613 2494 211 14 680 5250 86 9348 80836 11.56 Jawahar Marg Near Prem Sukh 364 5093 1469 1887 34 200 60 9106 104073 8.75 A.B Road Near Indra Colony 2173 2957 502 44 191 4922 1204 11992 123906 9.68 Bhanwar Kuan Road Near Allhabad Bank 1148 8228 637 252 399 896 33 10664 126769 8.41 M G Road Near TI Mall 3648 10349 1968 155 605 1628 179 16725 167363 9.99

New Dewash Road 3060 11162 1955 1794 622 2592 183 21366 191203 11.17 A.B.Road Near Surabhi Garden 2166 7282 320 202 418 704 144 10386 107144 9.69 Ring Road Near Mayur Hospital 3448 6344 84 80 286 3276 378 10242 100322 10.21

Kanadia Road 2402 6495 350 167 167 1092 108 9582 84098 11.39 Subash Marg Near Smriti Talkies 446 5889 669 71 546 336 25 7621 77003 9.9

Bhagirath Pura 189 4455 131 0 8 0 0 4782 35659 13.41 Usha Nagar Main Road 1462 12407 770 683 412 1824 142 17699 158499 11.17

Narayan Kothi Near E S I C Nikuni E.S.I 604 6261 478 936 859 86 0 9223 79058 11.67

Grand Total 14.778 60.04 6.12 4.4 3.92 16.06 1.55 100 3113757 9.5 Source: Primary Survey January ‘2011


Table 7-6 gives the total daily and peak hour directional distribution of traffic at Mid Block Locations. It can be observed that the total daily traffic in peak direction varies from 8924 PCU’s at Bhagirathpura to 28564 PCU’s at New Dewas Road. The peak hour peak directional traffic at Mid-Block generally varies from 50.3% at SH-27 Banganga to 71% at Narayan Kothi Near E.S.I.C.



Table 7-6 Total Daily and Peak Hour traffic in Peak and Off peak direction at Mid Block Locations

Name of Mid-Block Location

Total Traffic Directional Split

(Veh.) (PCU's)

Total Daily Traffic in Peak Direction (%

share)

Total Daily

Traffic in Off Peak Direction (% share)

Peak Hour

Traffic in Peak

Direction (% share)

Peak Hour Traffic in Off Peak Direction (% share)

SH- 27 Banganga 50126 35900 50.29 49.71 50.35 49.65

Laxmi Bai Road Near Tata Steel 33903 23804 52.54 47.46 63.73 36.27 Airport Road (Near B.S.F) 24844 18857 55.51 44.49 52.71 47.29

Jawahar Marg Near Prem Sukh 41479 28352 57.24 42.76 51.46 48.54 A.B Road Near Indra Colony 38056 33695 50.08 49.92 52.99 47.01

Bhanwar Kuan Road Near Allhabad Bank 60850 42628 50.99 49.01 56.63 43.37 M G Road Near TI Mall 78378 52569 50.76 49.24 56.28 43.72New Dewash Road 76255 54490 52.42 47.58 58.28 41.72

A.B.Road Near Surabhi Garden 45865 29517 53.19 46.81 54.77 45.23

Ring Road Near Mayur Hospital 50423 41324 51.61 48.39 59.45 40.55 Kanadia Road 41137 30396 51.88 48.12 54.12 45.88

Subash Marg Near Smriti Talkies 35389 24851 53.89 46.11 58.77 41.23 Bhagirath Pura 29186 17110 52.16 47.84 53.96 46.04Usha Nagar Main Road 61505 42714 50.29 49.71 62.3 37.7

Narayan Kothi Near E S I C Nikuni E.S.I 34199 25465 58.59 41.41 71.17 28.83 Source: Primary Survey January ‘2011

7.2 Capacity analysis of surveyed mid block locations

The volume and capacities of a total of 15 mid block locations were computed. The capacities of the links have been worked out from the practical capacities observed on road along with the IRC codes.

The maximum volume observed is at Malwa Mill to Patnipura with 6174 PCU’s in peak hour and with a VC Ratio of 1.32 followed by Kanadia Road with a VC Ratio of 0.98. It is clear from the figure 7-2 that against the desirable VC ratio of 0.7 representing Level of service “C” 4 links out of the surveyed 15 have VC ratio greater than 0.7 thereby indicating the reduced Level of Service at these roads. One link has been observed to be oversaturated.



Figure 7-2 Graph showing the comparison of the V/C of surveyed mid Block Locations


7.3 Screen Line Locations

7.3.1 Average Daily Traffic Characteristics

For Screenline Study Railway line running north-south and passing through the Indore city has been taken as north-south screen line for understanding traffic movement pattern in the city. On an average day 4,38,138 vehicles (3,34,860 PCU’s) cross the North South railway line of which Shastri Bridge alone accounts for 28.2% followed by Bhanwar Kua Road flyover with 15.31% traffic. The railway crossing on Jawahar Marg and New Dewas Road contributed to almost similar traffic of 12.90% and 12.98% respectively. Least traffic interaction is observed at Sukhniwas Road Level Crossing (3.06%) followed by RTO Road level Crossing (4.03%). Road Level Crossing also known as Fatak Crossing experiences delays done to movement of trains. As a result heavy traffic movement is observed at flyovers or ROB’s in comparison to road level crossing. Table 7-7 presents the traffic volume at the 10 screen line count stations.

0.00

0.20

0.40

0.60

0.80

1.00

1.20

1.40

Volume Capacity Ratios for Mid Block Survey Locations

V/C



Table 7-7 Daily Traffic Volume (16 Hours) at Screen Line Locations

S.NO Name of Location Total Vehicles Total PCU's % share in total SL 1 Sukhnivas Road Level Crossing 13389 12151 3.06 SL 2 Annapurna Road Near Railway Crossing 21865 16597 4.99 SL 3 R.T.O Road Level Crossing 17663 13693 4.03 SL 4 Manik Bagh Road Flyover 39063 28394 8.92 SL 5 Bhanwar Kuan Road Flyover 67059 51886 15.31 SL 6 New Loha Mandi Road Railway Crossing 18048 27227 4.12 SL 7 Jawahar Marg (Near Bank of Baroda) 56530 41378 12.90 SL 8 Shastri Bridge 123739 75299 28.24 SL 9 New Dewas Road (Raj Kumar Flyover) 56854 43413 12.98

SL 10 M. R.-10 ROB 23928 24822 5.46 Source: Primary Survey January ‘2011

7.3.2 Daily Passenger Trips at Screen Line Locations

The average occupancy of cars and two wheelers was observed to be 3.1 and 2.3 respectively. IPT modes such as auto rickshaws, Contract Van & Tata Magic have average occupancy of 2.9, 5.3 and 6.3 respectively. Buses and mini buses on an average have occupancy of 31.08 and 9.8 respectively.

Table 7-8 presents the total passenger traffic observed at all Screen Line Locations. Passenger Traffic at different locations varies from 17,230 passenger trips at New Loha Mandi Road Railway Crossing to 3,20,174 trips at Shastri Bridge. More than 1 lakh passenger trips are observed at Manik Bagh flyover, Bhanwar kuan Road flyover, Jawahar Marg, Shastri Bridge and New Dewas Road. The least share of passenger trips at New Loha Mandi exhibit predominance of goods traffic and slow moving traffic.

Table 7-8 Daily Passenger Trips at Screen Line Locations

Loc No

Location Name Daily Passenger Trips

Total Trips Car 2-Whlr Auto

Contract Van

Tata Magic

Bus Mini Bus

SL 1 Sukhnivas Road Level Crossing

7734 17700 273 22 397 11914 1630 39,670

SL 2 Annapurna Road Near Railway Crossing

13446 26950 3117 337 705 13026 667 58,247

SL 3 R.T.O Road Level Crossing

8920 22464 1735 87 512 15587 478 49,782

SL 4 Manik Bagh Road Flyover

17277 52034 11903 4286 583 13421 551 1,00,054

SL 5 Bhanwar Kuan Road Flyover

36167 70200 20098 4883 8183 19708 1057 1,60,296

SL 6 New Loha Mandi Road 577 15536 1053 20 0 28 16 17,230



Loc No

Location Name Daily Passenger Trips

Total Trips Car 2-Whlr Auto

Contract Van

Tata Magic

Bus Mini Bus

Railway Crossing

SL 7 Jawahar Marg (Near Bank of Baroda)

16256 74165 29393 20532 2375 8275 353 1,51,350

SL 8 Shastri Bridge 33935 220496 23389 8711 11258 21335 1049 3,20,174

SL 9 New Dewas Road (Raj Kumar Flyover)

14619 67963 12138 13901 22068 25395 1252 1,57,336

SL 10

M. R.-10 ROB 26469 25693 1358 1877 2231 18570 77 76,276

Grand Total 175401 593202 104456 54656 48311 147260 7130 11,30,416

Composition (%) 15.52 52.48 9.24 4.84 4.27 13.03 0.63 Source: Primary Survey January ‘2011


The traffic characteristics at the Screen Line Locations exhibit almost similar characteristics as that of Midblock Locations with the highest percentage of traffic share being taken away by private modes (69%) of which the share of 2 wheelers is 56%. Figure 7-3 gives the overall composition of traffic at all Screen Line Locations.

Among the 10 screen line locations, New Loha Mandi Road Railway Crossing had the least share of private modes (38%) where as the slow moving vehicles and goods vehicles accounted for almost 39% and 20% respectively. Annapurna Road Railway Crossing has the maximum share of private modes (80%) and Slow moving traffic (6.5%). Shastri Bridge Railway Crossing also has the least share of goods traffic (0.09%) with 78% share of private modes and 14% share of slow moving traffic. The Daily traffic composition at most of the locations exhibits predominance of fast moving passenger traffic varying from 87% at Manik Bagh Road Flyover to 40% at New Loha Mandi Road Railway Crossing. The share of bus traffic (in vehicles) is as low as 0.01% at New Loha Mandi Road Railway Crossing location. Table 7-9 presents the broad composition of traffic at each Screen Line Locations.



Figure 7-3 Overall Traffic Composition at Screen Line Locations


Table 7-9 Composition of Traffic at Screen Line Locations

LOCATION

Total % Distribution

Vehicles PCU's

Private Modes


Slow Vehicles***

2 Whlr Car/Jeep

Sukhnivas Road Level Crossing 13389 12151 54.99 21.38 1.34 3.4 12.97 5.93

Annapurna Road Near Railway Crossing 21865 16597 57.18 22.41 5.49 1.93 6.58 6.42

R.T.O Road Level Crossing 17663 13693 56.46 16.41 4.18 2.75 6.19 14

Manik Bagh Road Flyover 39063 28394 60.31 14.67 11.87 1.1 2.89 9.16 Bhanwar Kuan Road Flyover 67059 51886 48.64 17.7 12.8 0.94 5.4 14.52

New Loha Mandi Road Railway Crossing 18048 27227 37.09 1.06 2.11 0.01 20.35 39.38

Jawahar Marg (Near Bank of Baroda) 56530 41378 54.99 9.38 19.46 0.44 3.27 12.47

Shastri Bridge 123739 75299 68.22 9.36 8.1 0.52 0.09 13.71

New Dewas Road (Raj Kumar Flyover) 56854 43413 48.75 6.41 14.74 1.34 5.25 23.5

M. R.-10 ROB 23928 24822 43 30.18 3.9 2.14 15.22 5.56

Total 438138 334857 56.19 12.83 10.51 1.05 4.86 14.56

* IPT comprises of Auto Rickshaws, Tata Magic and Contract Vans ** PT comprises of City Buses, Mini Buses, Company Buses and School Buses *** Slow Vehicles comprises of Bicycles


56%

13%

10%

1%

5%15%

2 Whlr

Car/Jeep

IPT

PT

Goods Vehicle

Slow Vehicles




Table 7-10 gives the morning peak and evening peak hour traffic and its share in the daily traffic at Screen Line locations. The peak hour factor observed at SL locations ranges from 6.5% to 12.9%. The highest morning and evening peak hour volume is observed at Shastri Bridge with 7741 PCU’s and 6340 PCU’s respectively. The lowest morning and evening peak hour volume is observed at Sukhnivas Road Rail Crossing with 1009 PCU’s and 1038 PCU’s respectively. The peak hour factor at most of the SL locations varies from 8% to 11.2%. The morning peak hour factor ranges from 6.5% at Jawahar Marg to 11.2% at New Dewas Road whereas the evening peak hour factor varies from 7.65% at RTO Road Level Crossing to 12.92% at New Loha Mandi Road Railway Crossing.

Table 7-10 Morning and Evening peak hour traffic and its share in ADT at Screen Line Locations

Location Name


(Veh.) (PCU's)

Morning Peak Hour

Veh as % of ADT

PCU's as % of ADT

Evening Peak Hour

Veh as % of ADT

PCU's as % of ADT

Sukhnivas Road Level Crossing 13389 12151

09.30-10.30 8.53 8.3

15:30-16:30 7.45 8.54

Annapurna Road Near Railway Crossing 21865 16597

11.15-12.15 8.25 8.79

19:15-20:15 10.95 10.01

R.T.O Road Level Crossing 17663 13693 11:30-12:30 9.62 9.66

17:00-18:00 7.45 7.65

Manik Bagh Road Flyover 39063 28394 10.30-11.30 10.02 9.6

18:00-19:00 11.42 10.43

Bhanwar Kuan Road Flyover 67059 51886

11.00-12.00 7.29 7.49

18:00-19:00 8.97 9.24

New Loha Mandi Road Railway Crossing 18048 27227

12:00-13:00 8.21 7.41

16:30-17:30 10.05 12.92

Jawahar Marg (Near Bank of Baroda) 56530 41378

10.00-11.00 6.57 6.52

16:45-17:45 8.26 8.69

Shastri Bridge 123739 75299 10.45-11.45 10.8 10.28

17:15-18:15 8.53 8.42

New Dewas Road (Raj Kumar Flyover) 56854 43413

09.30-10.30 10.45 11.24

17:15-18:15 7.92 7.72

M. R.-10 ROB 23928 24822 12:30-13:30 9.22 9.64

17:30-18:30 9.56 10.28



The morning and evening peak hour passenger trips at Screen Line locations is presented in Table 7-11. It was observed that the Passenger trips in the morning peak hour varies from 1,422 Trips New Loha mandi Road to 30,973 Trips at Shastri Bridge and evening peak varies from 1,846 trips at New Loha Mandi Road Railway Crossing to 27,586 Trips at Shastri Bridge. The peak hour factor at all Screen Line Locations varies from 6.4% to 11%. The average peak hour factor across all locations remains at 9%.



Table 7-11 Peak Hour Passenger Trips at Screen Line Locations

Location Name

Peak Hour Passenger TripsPeak Hour

Passenger Trips

Total Daily

Passenger Trips

Peak Hour % of the daily Trips Car

2-Whlr. Auto

Contract Van

Tata Magic Bus

Mini Bus

Sukhnivas Road Level Crossing 539 1218 21 0 25 2380 210 4393 39,670 11.07

Annapurna Road Near Railway Crossing 1200 2475 107 86 109 1764 105 5847 58,247 10.04 R.T.O Road Level Croossing 723 1862 185 0 67 1710 0 4547 49,782 9.13 Manik Bagh Road Flyover 1510 6224 1713 286 0 704 0 10437 100,054 10.43 Bhanwar Kuan Road Flyover 3023 8166 2191 380 978 1296 80 16113 160,296 10.05

New Loha Mandi Road Railway Crossing 34 1702 110 0 0 0 0 1846 17,230 10.71

Jawahar Marg (Near Bank of Baroda) 1064 7679 2461 1666 74 264 0 13207 151,350 8.73 Shastri Bridge 1814 22977 1781 1295 1287 1722 96 30973 320,174 9.67New Dewas Road (Raj Kumar Flyover) 1110 4899 1105 1411 3655 4214 486 16880 157,336 10.73 M. R.-10 ROB 1447 2477 117 193 210 2640 0 7084 76,276 9.29



The total daily and peak hour directional distribution of traffic at Screen Line Locations is presented in Table 7-12. The directional split characteristics at the SL locations shows that the total daily traffic in peak direction varies from 6280 (52% of the total traffic) at Sukhniwas road level crossing to 38023 (50% of the total traffic) at Shastri Bridge. The peak hour peak direction traffic varies from 51.2% at Sukhniwas road level crossing to 76% at MR-10 ROB of the total peak hour traffic.



Table 7-12 Total Daily and Peak Hour traffic in Peak and Off peak direction at Screen Line Locations

Name of Outer Cordon Location

Total Traffic Directional Distribution

Veh. PCU's

Total Daily Traffic in

Peak Direction (% share)

Total Daily Traffic in Off Peak Direction (% share)

Peak Hour Traffic in

Peak Direction (%

share)

Peak Hour Traffic in Off

Peak Direction (%

share) Sukhnivas Road Level Crossing 13389 12151 52 48 51.28 48.72

Annapurna Road Near Railway Crossing 21865 16597 60 40 68.63 31.37 R.T.O Road Leval Croossing 17663 13693 60 40 56.16 43.84 Manik Bagh Road Flyover 39063 28394 52 48 56.05 43.95 Bhanwar Kuan Road Flyover 67059 51886 54 46 53.34 46.66

New Loha Mandi Road Railway Crossing 18048 27227 50 50 56.72 43.28

Jawahar Marg (Near Bank of Baroda) 56530 41378 52 48 51.45 48.55 Shastri Bridge 123739 75299 50 50 56.96 43.04

New Dewas Road (Raj Kumar Flyover) 56854 43413 52 48 56.2 43.8 M. R.-10 ROB 23928 24822 60 40 76.02 23.98


7.4 Intersection Locations

7.4.1 Average Daily Traffic (ADT) Characteristics at Intersection Locations

The intensity of traffic at intersection locations is presented in Table 7-13. It is observed that the traffic at different intersection locations varies from 13,765 PCU’s (17,600 Vehicles) at CAT Colony Chowk to 1,26,224 PCU’s (2,07,650 Vehicles) at Regal Chowk. Other locations which exhibit high traffic volumes (more than 80,000 PCU’s) are Palassia Chowk, Madhur Milan chowk and Regal Chowk.



Table 7-13 Daily Traffic Volume (16 Hours) at Intersections

Loc No Name of intersection Grand Total (Nos.) Grand Total (PCU's)

1 01_Palasia Chowk 117170 80499 2 02_Guitar Chowk 94781 68672 3 03_Industry House Chowk 117170 80499 4 04_Mari Mata Chowk 85483 60696 5 05_Gangwal Chowk 59747 44843 6 06_Bhawar Kuan Chowk 90535 70337 7 07_Shivaji Vatika Chowk 85616 64480 8 08_Madhur Milan Chowk 155805 112650 9 09_Regal Chowk 207650 126224

10 10_Bada Ganpati Chowk 57350 39483 11 11_Vijay Nagar 83191 62550 12 12_HIG Main Road T-Point 77280 54339 13 13_Cat Colony Chowk 17600 13765 14 14_Collector Office Chowk 96225 65066 15 15_I.T.I Chowk (Nr. Clerk Clny) 27996 17526 16 16_Dewas Naka Chowk 51739 55841 17 17_Khajrana Chowk 72013 56212 18 18_Jail Road D.R.P Line Chowk 79527 56100 19 19_Gurudwara Chowk 92845 66476 20 20_Tilak Path Chowk 25974 16402 21 21_Teen Imli Chowk 50046 47410 22 22_Rau Chowk 39406 50707 23 23_Imli Saheb Gurudwara Chowk 109023 70132 24 24_Geeta Bhawan Chowk 106071 76414 25 25_Chawani Chowk 66593 42308 26 26_Raj Mohalla Chowk 72331 52045 27 27_Mahal Kachehri Road 26787 18208 28 28_Rajiv Gandhi Chowk 57525 51689 29 29_Tillore Chowk Bye Pass Road 28185 37985



Of the total traffic observed at all the surveyed Intersection Locations, the share of private modes accounts for about 73.2% of which two wheeler traffic alone accounts for 58.2%. The share of public transport is as low as 1.47% in the overall traffic scenario. Slow moving traffic accounts for about 11.8% while IPT keeps a share of 8.8% only. Goods vehicles predominantly comprises of LCV which run in some parts of the city having a total share of about 4.6%. Figure 7-4 presents the overall composition of traffic at all Mid Block Locations.

The daily traffic composition at most of the locations exhibit predominance of private modes with as high as 85% share of private modes at Regal Chowk followed by 79.5% at Collector Office chowk. The share of Slow moving vehicles is highest at I.T.I. Chowk (33%) followed by



Mari mata chowk (20.1%). The lowest share of private modes is observed at Dewas Naka Chowk (58.8%) due to heavy movement of goods vehicles and the share of slow moving traffic is least at Rau Chowk (2%). Goods traffic is high at Tillore Chowk Bye pass Road (32.1%) followed by Rau Chowk (30.7%) while it is lowest at Regal Chowk (0.18%). Public Transport share in the overall traffic share is highest at CAT Colony Chowk (4.4%) and lowest at Tilak Path Chowk (0.1%).

Figure 7-4 Overall Traffic Composition at Intersection Locations



The morning peak, evening peak hour traffic and the peak hour factor at Intersection Locations is given in Table 7-14. The peak hour factor at different intersection locations ranges from 6.5% to 10.6%. The morning peak hour volume varies from 1,151 PCUs (1,620 vehicles) at CAT Colony Chowk to 9,725 PCUs (16,754vehicles) at Regal Chowk & evening peak hour volume varies from 1,317 PCUs (1,788 vehicles) at CAT Colony Chowk to 12,285 PCU’s (21,077 vehicles) at Regal Chowk. The peak hour factor at most of the locations varies from 7.6% to 10%. The morning peak hour observed at CAT Colony Chowk is 8:30 to 9:30 whereas at Imli Saheb Gurudwara Chowk it is 12:00 to 13:00. The evening peak hour is also spread between 16:00 to 17:00 at Tillore Chowk Bye Pass Road to 18:45 to 19:45 at Geeta Bhawan Chowk.

15%

58%

9%

1%5% 12%

Traffic Composition at Intersection Locations

Car, Jeep, Van

Two Wheeler

IPT

PT

Total Goods Vehicles

Slow Moving Vehicles



Table 7-14 Morning and Evening peak hour traffic and its share in ADT at Intersection Locations

Location Name Total Traffic Morning Peak Evening Peak

Veh PCU PCU % of ADT PCU % of ADT

01_Palasia Chowk 117170 80499 6894 8.6 7731 9.6

02_Guitar Chowk 94781 68672 5732 8.3 6573 9.6

03_Industry House Chowk 117170 80499 5632 7 6160 7.7

04_Mari Mata Chowk 85483 60696 5193 8.6 5404 8.9

05_Gangwal Chowk 59747 44843 3920 8.7 3580 8

06_Bhawar Kuan Chowk 90535 70337 5452 7.8 5857 8.3

07_Shivaji Vatika Chowk 85616 64480 5551 8.6 5945 9.2

08_Madhur Milan Chowk 155805 112650 9146 8.1 10262 9.1

09_Regal Chowk 207650 126224 9725 7.7 12285 9.7

10_Bada Ganpati Chowk 57350 39483 3327 8.4 3061 7.8

11_Vijay Nagar 83191 62550 5609 9 5834 9.3

12_HIG Main Road T-Point 77280 54339 4253 7.8 5208 9.6

13_Cat Colony Chowk 17600 13765 1151 8.4 1317 9.6

14_Collector Office Chowk 96225 65066 6407 9.8 5480 8.4

15_I.T.I Chowk (Nr. Clerk Clny) 27996 17526 1795 10.2 1557 8.9

16_Dewas Naka Chowk 51739 55841 4662 8.3 5275 9.4

17_Khajrana Chowk 72013 56212 5044 9 4856 8.6

18_Jail Road D.R.P Line Chowk 79527 56100 4691 8.4 5272 9.4

19_Gurudwara Chowk 92845 66476 5336 8 6360 9.6

20_Tilak Path Chowk 25974 16402 1564 9.5 1566 9.5

21_Teen Imli Chowk 50046 47410 3722 7.8 3985 8.4

22_Rau Chowk 39406 50707 4223 8.3 4688 9.2

23_Imli Saheb Gurudwara Chowk 109023 70132 5806 8.3 7393 10.5

24_Geeta Bhawan Chowk 106071 76414 5779 7.6 6618 8.7

25_Chawani Chowk 66593 42308 3299 7.8 3980 9.4

26_Raj Mohalla Chowk 72331 52045 4784 9.2 4240 8.1

27_Mahal Kachehri Road 26787 18208 1540 8.5 1569 8.6

28_Rajiv Gandhi Chowk 57525 51689 4401 8.5 4211 8.1

29_Tillore Chowk Bye Pass Road 28185 37985 3618 9.5 2487 6.5 Source: Primary Survey January ‘2011

Figure 7-5 presents the overall peak hour traffic composition at intersection locations. The share of private vehicles in the peak hour is 75% while the share of public transport is 1% only which clearly indicates the need of a good public transport system for the city. The share of IPT and slow moving traffic at all intersection locations is 8% and 11% respectively. Goods traffic at the intersection locations account for 5% share only.



15%

60%

8%

1%5%

11%

Traffic Composition at Intersection Locations

Car, Jeep, Van

Two Wheeler

IPT

PT

Total Goods Vehicles

Slow Moving Vehicles

Figure 7-5 Overall Peak Hour Traffic Composition at Intersection Locations



The directional distribution of traffic at the surveyed intersection locations for the entire 16 hour daily traffic, morning peak hour and evening peak hour is presented Table 7-15.

The morning peak hour approach volume varies between 19 at road towards Gangwal Bus Stand at Gangwal Chowk to 4471 at road towards Rajwada at Regal Chowk. The evening peak hour approach volume varies between 19 at road towards Gangwal Bus Stand at Gangwal Chowk to 5693 at road towards Palassia Junction at Regal Chowk.

Table 7-15 Directional Distribution of Traffic (in PCUs) at approach arms of Intersections

Location Name

Approach Arm

Morning Peak Evening Peak Inflow % of

total inflow

Outflow % of total

outflow

Inflow % of total

inflow

Outflow % of total

outflow

01_Palasia Chowk

Rajwada 1327 19.25 2223 32.25 2114 27.34 2300 29.75 Geeta Bhawan

1699 24.64 1171 16.99 1694 21.91 1230 15.91

Bengali Square

1669 24.21 1174 17.03 1668 21.58 1253 16.21

Vijay Nagar 2200 31.91 2326 33.74 2255 29.17 2949 38.14

02_Guitar Chowk

Vijay Nagar 2212 38.59 2139 37.31 2356 35.84 2495 37.96 Palasia Chowk

2338 40.79 2485 43.35 3000 45.63 2470 37.58

Saket 1182 20.62 1109 19.34 1218 18.53 1608 24.46 03_Industry House Chowk

Vijay Nagar 2221 34.48 2419 37.73 2363 31.95 2553 34.92 Narayan 1171 18.18 1200 18.71 1302 17.60 1123 15.36



Location Name

Approach Arm


total inflow

Outflow % of total

outflow

Inflow % of total

inflow

Outflow % of total

outflow Kothi Palasia Chowk

3049 47.34 2793 43.56 3731 50.45 3636 49.73

04_Mari Mata Chowk

Martand Chowk

317 6.10 512 9.86 504 9.32 574 10.62

D.R.P. Line Jail Road

1535 29.56 2180 41.97 1894 35.04 1810 33.49

Banganga 1696 32.66 1173 22.58 1673 30.95 1547 28.62 Killa Maidan 1645 31.68 1329 25.59 1334 24.68 1474 27.27

05_Gangwal Chowk

Mal Ganj 1180 30.09 1338 34.12 1285 20.79 1126 31.43 Raj Mohalla 1337 34.10 1519 38.74 4060 65.67 1311 36.60 Chandan Nagar

1385 35.32 1055 26.91 818 13.23 1136 31.71

Gangwal Bus Stand

19 0.48 9 0.23 19 0.31 9 0.25

06_Bhawar Kuan Chowk

Chohit Ram Chowk

1629 29.88 1188 21.79 1658 28.31 1384 23.67

Asharambapu Chowk

1152 21.13 1070 19.62 1419 24.23 955 16.33

Navlakha Chowk

1170 21.46 1539 28.22 1055 18.01 1642 28.08

Tower Chowk 1501 27.53 1656 30.37 1725 29.45 1867 31.93

07_Shivaji Vatika Chowk

G.P.O 1032 18.59 1610 32.41 1255 21.11 1721 31.64 Jail 595 10.72 199 4.01 550 9.25 396 7.28 Krishi College 1171 21.10 611 12.30 785 13.20 655 12.04 Geeta Bhawan

1744 31.42 1816 36.55 2094 35.22 2124 39.05

Madhur Milan

1009 18.18 732 14.73 1262 21.22 543 9.98

08_Madhur Milan Chowk

Geeta Bhawan

1090 11.92 1285 14.43 1106 10.78 1174 13.68

Patel Bridge 2208 24.14 2490 27.96 2867 27.94 1778 20.73 Chawani 849 9.28 2089 23.46 1915 18.66 1790 20.86 Shivaji Vatika 2280 24.93 1823 20.47 1622 15.80 2233 26.03 Regal Chowk 2719 29.73 1219 13.69 2753 26.82 1604 18.70

09_Regal Chowk

Rajwada 4471 45.97 3128 32.16 4888 39.79 5028 41.64 Madhur Milan

1090 11.21 2910 29.92 1705 13.88 2330 19.29

Palasia Chowk

4164 42.82 3688 37.92 5693 46.34 4718 39.07

10_Bada Ganpati Chowk

Rajwada 703 21.12 1095 32.91 689 22.50 857 27.98 Sadar Bazar 944 28.37 817 24.56 822 26.85 889 29.02 Airport 1181 35.49 699 21.01 952 31.09 785 25.63 Raj Mohalla 500 15.02 716 21.52 599 19.56 532 17.37

11_Vijay Ring Road 679 12.11 705 12.26 714 12.23 765 13.62



Location Name

Approach Arm


total inflow

Outflow % of total

outflow

Inflow % of total

inflow

Outflow % of total

outflow Nagar Palasia

Chowk 2151 38.36 2247 39.07 2323 39.80 2042 36.36

MR-10 1207 21.53 1060 18.43 1057 18.11 1159 20.64 Devas 1570 28.00 1739 30.24 1742 29.85 1650 29.38

12_HIG Main Road T-Point

Patni Pura 946 22.24 926 21.77 1104 21.19 1283 24.64 Geeta Bhawan (Palasia)

1669 39.23 2182 51.29 2545 48.86 2090 40.13

Vijay Nagar 1639 38.53 1146 26.94 1560 29.95 1835 35.23

13_Cat Colony Chowk

Sukhnivas 360 31.25 283 24.57 242 18.36 291 22.06 Cat Colony 61 5.30 181 15.71 177 13.43 88 6.67 Rau 351 30.47 399 34.64 486 36.87 455 34.50 Rajender Nagar

380 32.99 289 25.09 413 31.34 485 36.77

14_Collector Office Chowk

Palsikar Colony

2644 41.26 1476 23.04 2478 45.22 1584 28.90

Gurudwara 73 1.14 2904 45.33 59 1.08 2021 36.87 Maharana Pratap Statue

3691 57.60 2027 31.64 2943 53.70 1876 34.23

15_I.T.I Chowk (Nr. Clerk Clny)

Electronic Complex

87 4.84 254 14.14 58 3.73 209 13.42

Pardeshi pura 474 26.38 449 25.00 497 31.92 330 21.19 Patni Pura 443 24.65 569 31.68 557 35.77 313 20.10 MR-10 793 44.13 524 29.18 445 28.58 705 45.28

16_Dewas Naka Chowk

Niranjan pur 780 16.73 490 10.51 886 16.79 474 8.98 Vijay Nagar 1560 33.45 720 15.44 941 17.84 1533 29.06 Pipli Village 1033 22.15 855 18.34 762 14.44 1598 30.29 Khispra 1290 27.66 2598 55.72 2687 50.93 1671 31.67

17_Khajrana Chowk

Sri Nagar Extension

970 19.23 1515 30.03 1135 23.37 1291 26.58

Bengali Square

997 19.76 1374 27.23 984 20.26 1425 29.34

Khajrana 1273 25.23 796 15.78 897 18.47 720 14.82 Vijay Nagar 1805 35.78 1360 26.96 1840 37.89 1421 29.26

18_Jail Road D.R.P Line Chowk

Ram Bagh 312 6.65 498 10.61 336 7.31 798 13.42 Chiman Bagh 836 17.82 1653 35.23 1076 23.40 1353 22.75 Raj Kumar Bridge

1702 36.27 1500 31.97 1871 40.69 1807 30.38

Mari Mata 1842 39.26 1041 22.19 1315 28.60 1990 33.46

19_Gurudwara Chowk

Harsiddhi 1336 25.04 690 12.93 1219 19.16 1020 16.04 Patel Bridge 1480 27.74 1832 34.33 1909 30.01 1857 29.19 Rajwada 829 15.54 1156 21.66 1252 19.68 1306 20.53 Raj Mohalla 1691 31.69 1659 31.08 1981 31.14 2178 34.24

20_Tilak Path Subhash 583 35.02 497 31.76 579 37.38 311 19.85



Location Name

Approach Arm


total inflow

Outflow % of total

outflow

Inflow % of total

inflow

Outflow % of total

outflow Chowk Nagar

Bohai Mohalla

88 5.29 65 4.15 82 5.29 79 5.04

Imli Bazar 314 18.86 504 32.20 292 18.85 644 41.10 M.G.Road 448 26.91 277 17.70 275 17.75 287 18.32 Junatuko Ganj

232 13.93 222 14.19 321 20.72 246 15.70

21_Teen Imli Chowk

Asharambapu Chowk

1027 27.59 1182 31.76 1107 27.78 853 21.40

Nemawar 760 20.41 841 22.60 727 18.24 1058 26.54 Bengali Square

1050 28.20 747 20.07 1052 26.40 779 19.54

Navlakha Chowk

886 23.80 952 25.58 1099 27.58 1296 32.51

22_Rau Chowk

Bombay Road 2045 48.40 1682 39.81 1971 42.04 1913 40.80 By Pass Road 628 14.86 1065 25.21 831 17.73 706 15.06 A.B.Road 1269 30.04 1159 27.43 1266 27.01 1699 36.23 Pitham Pur 283 6.70 319 7.55 620 13.23 371 7.91

23_Imli Saheb Gurudwara Chowk

Ranipura 1179 20.30 396 8.31 1629 22.03 800 13.43 Gandhi Hall 0 0.00 4367 91.69 0 0.00 5157 86.57 Shekh Mohalla

435 7.49 0 0.00 586 7.93 0 0.00

Rajwada 4193 72.21 0 0.00 5178 70.04 0 0.00

24_Geeta Bhawan Chowk

Madhur Milan

1274 22.04 1431 24.76 1638 24.75 1396 21.09

Shivaji Vatika 1965 34.00 2131 36.87 2472 37.35 2253 34.04 Geeta Mandir 780 13.49 674 11.66 787 11.89 1096 16.56 Palasia Chowk

1761 30.47 1544 26.71 1722 26.02 1874 28.31

25_Chawani Chowk

Sarwate Bus Stand

522 15.82 628 19.03 838 21.06 560 14.07

Aggarsain Chowk

1075 32.58 1296 39.27 1153 28.97 1625 40.83

G.P.O 470 14.24 471 14.27 409 10.28 635 15.95 Madhur Milan

1233 37.36 905 27.42 1580 39.70 1160 29.15

26_Raj Mohalla Chowk

Nursing Bazar 619 12.94 2022 42.26 977 23.04 1455 34.31 Bada Ganpati 1944 40.63 770 16.09 1224 28.87 864 20.37 Indira Nagar 621 12.98 288 6.02 422 9.95 326 7.69 Gangwal 1601 33.46 1705 35.63 1617 38.14 1596 37.63

27_Mahal Kachehri Road

Hathi Pala 495 32.12 822 53.38 505 32.17 845 53.82 South Thoda 96 6.23 199 12.92 161 10.25 150 9.55 Chamandra Bhaga Road

950 61.65 519 33.70 904 57.58 575 36.62



Location Name

Approach Arm


total inflow

Outflow % of total

outflow

Inflow % of total

inflow

Outflow % of total

outflow

28_Rajiv Gandhi Chowk

Bhawarkuan 982 22.31 1320 29.99 1109 26.33 1167 27.71 Chohit Ram Chowk

2182 49.57 2085 47.36 2049 48.65 1901 45.14

Asharambapu Chowk

1238 28.12 997 22.65 1054 25.02 1143 27.14

29_Tillore Chowk Bye Pass Road

Rau (Mumbai)

1088 30.07 759 20.98 931 37.42 611 24.56

Khandawa (Tillore)

615 17.00 1433 39.61 439 17.64 582 23.39

Byepass (Kanadia)

1453 40.16 1125 31.09 669 26.89 925 37.18

Navlakha Indore

462 12.77 301 8.32 449 18.05 370 14.87


7.5 Capacity analysis of surveyed intersection locations

The volume and capacities of a total of 108 links were computed. The link volumes are generated from the intersection volume surveys. The capacities of the links have been worked out from the practical capacities observed on road. In addition IRC codes have also been referred.

The maximum volume observed is at the arm towards Palassia from regal Chowk with 10411 PCU’s in peak hour and with a VC Ratio of 0.67 followed by road towards Rajwada from Regal chowk with a VC Ratio of 1.14. Figure 7-6 gives a comparison of the volumes and capacities of the arms of the intersection locations. The desirable VC ratio is 0.7 representing Level of service “C”. The graph clearly shows that 14 links out of the surveyed 108 have VC ratio greater than 0.7 thereby indicating the reduced Level of Service at these roads.



Figure 7-6 Comparison of Volume and Capacity of Intersections

0.00

0.20

0.40

0.60

0.80

1.00

1.20

V/C



DRAFT FINAL REPORT February 2012 Chapter 7 Traffic Volume Characteristics

7.6 Congestion Index

Congestion Index is an indicator of the combined effects of the intensity of traffic volume, road width available for traffic movement and the degree of congestion. This in turn is indicative of the journey speeds on the network. It is formulated as:

Ci = (Dc x V) / (N x Lc)

Where,

Ci = Congestion index

Dc = Degree of congestion

N = Number of lanes

Lc = Lane capacity (in PCUs)

V = Traffic volume (in PCUs)

The degree of congestion is computed in chapter 5 of the Draft Final Report. The Table 7-16 below gives the congestion Index of major links on the road network.

Table 7-16 Congestion Index of major links on the network

Name of Location Peak Hour Off peak Hour

Degree of congestion

Congestion Index


Congestion Index

Palasia Chowk - Towards Rajwada 54 25.95 44 21.14 Palasia Chowk - Towards Vijaynagar 89.4 43.37 78.45 38.07 Palasia Chowk - Towards Geeta Bhawan 72 17.56 60 14.63 Palasia Chowk - Towards Bengali Square 91.3 31.48 84.65 29.19 Guitar Chowk - Towards Saket 76 29.14 68 26.07 Guitar Chowk - Towards Vijaynagar 94.8 42.66 90.52 40.73 Guitar Chowk - Towards Palassia 89.4 45.59 78.45 40.01 Industry House Chowk - Towards Narayan Kothi 97.6 52.47 94.12 50.61 Industry House Chowk - Towards Palassia 94.8 64.79 90.52 61.86 Industry House Chowk - Towards Vijaynagar 76 39.49 60 31.18 HIG Main Road T- Point - Towards Vijaynagar 62 12.27 52 10.29 HIG Main Road T- Point - Towards Patnipura 62 24.03 52 20.15 HIG Main Road T- Point - Towards Geeta Bhawan 84.8 31.77 72.48 27.15 Geeta Bhawan Chowk - Towards Palassia 84.7 25.39 75.29 22.58 Geeta Bhawan Chowk - Towards Shivaji Vatika 64 21.91 56 19.17 Geeta Bhawan Chowk - Towards Geeta Mandir 95.4 31.11 90.26 29.43 Geeta Bhawan Chowk - Towards Madhurmilan 64 23.54 56 20.59 Chawani Chowk - Towards Sarwate 91.3 53.96 81.32 48.07 Chawani Chowk - Towards Aggraisain Chowk 92.2 81.69 83.67 74.14 Chawani Chowk - Towards Madhurmilan 92.2 70.66 83.67 64.12 Chawani Chowk - Towards GPO 92.2 67.31 83.67 61.08 Bhawar Kuan Chowk - Towards Choithram Chowraha 60 9.12 50 7.6





Congestion Index


Congestion Index

Bhawar Kuan Chowk - Towards Navlakha 60 41.44 50 34.53 Bhawar Kuan Chowk - Towards Asaram Bapu Chowraha

60 30.11 50 25.1

Teen Imli Chowk - Towards Asaram Bapu Chowraha 60 10.09 50 8.4 Teen Imli Chowk - Towards Nimavar 60 23.46 50 19.55 Teen Imli Chowk - Towards Navlakha Chowraha 60 36.29 50 30.24 Teen Imli Chowk - Towards Bengali Sq 10 1.23 10 1.23 Rajiv Gandhi Chowk - Towards Bhawarkua 60 7.18 50 5.98 Rajiv Gandhi Chowk - Towards Choithram 60 15.17 50 12.64 Rajiv Gandhi Chowk - Towards Asaram Bapu Chowraha

60 8.68 50 7.24

Gangwal Chowk - Towards Malganj 50 10.24 42 8.6 Gangwal Chowk - Towards Chandan Nagar 60 9.87 50 8.22 Raj Mohalla Chowk - Towards Narsingh Bazaar 50 28.71 42 24.12 Raj Mohalla Chowk - Towards Indira Nagar 60 7.03 50 5.86 Raj Mohalla Chowk - Towards Bada Ganpati 50 20.63 42 17.33 Raj Mohalla Chowk - Towards Gangwal 50 15.54 42 13.05 Bada Ganpati Chowk - Towards Rajmohalla 60 13.41 50 11.18 Bada Ganpati Chowk - Towards Airport 60 31.58 50 26.32 Bada Ganpati Chowk - Towards Rajwada 60 22.19 50 18.49 Bada Ganpati Chowk - Towards Sadar Bazaar 60 45.53 50 37.94 Mari Mata Chowk - Towards Banganga 85 36.59 77.43 33.33 Mari Mata Chowk - Towards Killa Maidan 85.4 21.37 74.85 18.73 Mari Mata Chowk - Towards Martund chowk 87.4 24.84 80.62 22.9 Mari Mata Chowk - Towards DRP Line Jail Road 92.3 30.16 85.93 28.09 Jail Road D.R.P. Line - Towards Ciman Bagh 91.4 49.25 84.35 45.43 Jail Road D.R.P. Line - Towards Marimata 87.3 36.69 56 23.53 Jail Road D.R.P. Line - Towards Ram Bagh 58 9.57 50 8.25 Jail Road D.R.P. Line - Towards Rajkumar Bridge 87.3 71.21 56 45.67 Gurudwara Chowk - Towards Rajwada 89.8 66.26 81.82 60.4 Gurudwara Chowk - Towards Patel Bridge 86.3 35.19 79.68 32.48 Collector Office Chowk - Towards Palsikar Colony 48 11.47 40 9.56 Collector Office Chowk - Towards Gurudwara 46 16.41 40 14.27 Collector Office Chowk - Towards Maharana Pratap Statue

46 17.52 40 15.24

Regal Chowk - Towards Madhurmilan 46 15.34 40 13.34 Regal Chowk- Towards Rajwada 87.3 99.4 76.64 87.25 Regal Chowk- Towards Palassia 96.7 64.92 95.19 63.9 Cat Colony Chowk - Towards Rau 60 14.26 50 11.88 Cat Colony Chowk - Towards Sukhniwas 60 8.08 50 6.73 Cat Colony Chowk - Towards Rajendra Nagar 60 13.8 50 11.5 Khajrana Chowk - Towards Srinagar Extn 46 20.29 34 15 Khajrana Chowk - Towards vijaynagar 76.6 22.26 64.58 18.77 Khajrana Chowk - Towards Khajrana 46 10.65 34 7.87 Khajrana Chowk - Towards Bengali square 55.2 11.74 39.47 8.39 Imli Saheb Gurudwara Chowk - Towards Ranipura 88.6 57.54 78.11 50.73





Congestion Index


Congestion Index

Imli Saheb Gurudwara Chowk - Towards Sikh Mohalla

86 61.11 79.73 56.64

Imli Saheb Gurudwara Chowk - Towards Rajwada 91.9 74.6 85.53 69.41 Imli Saheb Gurudwara Chowk - Towards Gandhi Hall 54 40.83 48 36.3 Rau Chowk - Towards Bye Pass 50 7.09 42 5.96 Rau Chowk - Towards Mumbai 50 19.09 42 16.03 Rau Chowk - Towards Pithampur 50 12.01 42 10.09 Rau Chowk - Towards AB Road 50 18.98 42 15.94 Mahal Kachehri Chowk - Towards ChandraBhaga 60 26.02 50 21.69 Mahal Kachehri Chowk - Towards Hathipala 60 24.14 50 20.12 Mahal Kachehri Chowk - Towards South Thoda 60 7.38 50 6.15 I.T.I Chowk (Nr.Clerk Colony) - Towards Patnipura 66.1 6.53 42 4.15 I.T.I Chowk (Nr.Clerk Colony) - Towards Electronic Complex

40 6.07 34 5.16

I.T.I Chowk (Nr.Clerk Colony) - MR 10 48 6.6 42 5.78 I.T.I Chowk (Nr.Clerk Colony) - Pardesipura 66.1 8.95 42 5.69 Tillori Chowk Bye Pass Road - Towards Navlakha 50 5.17 42 4.34 Tillori Chowk Bye Pass Road - Towards kanadia byepass

50 6.19 42 5.2

Tillori Chowk Bye Pass Road - Towards Khandwa Tillore

50 3.97 42 3.33

Tillori Chowk Bye Pass Road - Towards Rau (Mumbai) 60 18.09 50 15.07 Dewas Naka Chowk - Towards VijayNagar 76.6 11.22 64.58 9.46 Dewas Naka Chowk - Towards Khispra 60 33.96 50 28.3 Dewas Naka Chowk - Towards Niranjanpur 50 5.83 42 4.9 Dewas Naka Chowk - Towards Pipli 60 17.4 50 14.5 SH-27 BanGanga 85 40.93 77.43 37.29 Laxmi bai Nagar Road -Grain Mandi 60 15.47 50 12.89 Airport Road BSF 78.7 25.04 69.99 22.26 Jawahar Marg - Premsukh 58 41.94 50 36.16 A.B.Road Near Indera puri 60 9.32 50 7.77 Bhawarkuan To Tower Choraha 60 18.24 50 15.2 M.G. Road TI Mall 70 30.18 62 26.73 Malwa Mill To Patni Pura - New Dewas Road 80.6 106.32 44 58.05 AB Road Surbhi Garden 64 18.03 58 16.34 Ring Road Mayur Hospital 55.2 22.24 39.47 15.9 Kanadia Road 79.5 77.93 69.01 67.65 Subhas Marg Samriti Talkis 83.4 70.33 68 57.33 Bhagirath Pura 52 28.99 46 25.64 Usha Nagar Main Road 60 25.66 50 21.39 Narain Kothi To Atal Dwar 56 43.58 46 35.8


The congestion index across the major links on the network varies from 1.23 at road towards Bengali square from teen Imli chowk to 106.32 at Malwa Mill to Patni pura at New Dewas Road in the peak hour. During offpeak the value varies from 1.23 at road towards



Bengali square from teen Imli chowk to 87.25 at road towards Rajwada from Regal Chowk. Table 7-17 gives the distribution of major links of the road network based on Congestion Index. The table presents that 19.2% of the major links have peak hour congestion index less than 10, about 24.8% have between 10-20, 19.2% have between 20-30 and about 6.4% major links have congestion index greater than 70. About 63.2% of the major links covered have Congestion Index less than 30 in peak hour. The condition of major links in off peak hour is slightly different from the peak scenario. About 24% of the major links in the road network have congestion index less than 10, 28% have between 10-20, 19.2% lie between 20-30 and only 1.6% have congestion index greater than 70. About 71% of the major links have Congestion Index less than 30 in off peak hour.

Table 7-17 Distribution of major links on the road network based on Congestion Index

Congestion Index <10 10-20 20-30 30-40 40-50 50-60 60-70 >70

Peak Hour 19.2% 24.8% 19.2% 12.8% 9.6% 3.2% 4.8% 6.4%

Off Peak Hour 24% 28% 19.2% 10.4% 6.4% 4.8% 5.6% 1.6%


7.7 Saturation Capacity of Intersections

The Saturation Capacity (‘Y’ Value) is an indicator of the intersection capacity upto, which organised flow, can be maintained by controlled measures. It is a value derived from the inflow/525*width of approach arm of the intersection. “Y” is computed for all the arms and denoted as “Y₁, Y₂, Y₃, Y₄” and so on depending upon the number of arms of the intersection. The saturation capacity is generally computed where there are signalised intersections. However, to get a relative comparison, saturation capacities for all surveyed major intersections so identified is computed and given in the Table 7-18.



Table 7-18 Y value of each arm of the surveyed intersection and Combined Y value

No of Loc Name of Location Total Y value 1 Palasia Chowk 1.15 2 Guitar Chowk 1.34 3 Industry House Chowk 0.97 4 Mari Mata Chowk 0.85 5 Gangwal Chowk 0.23 6 Bhawar Kuan Chowk 0.88 9 Regal Chowk 1.49

10 Bada Ganpati Chowk 0.52 12 HIG Main Road T- Point 0.66 13 Cat Colony Chowk 0.27 14 Collector Office Chowk 0.72 15 I.T.I Chowk (Nr.Clerk Colony) 0.25 16 Dewas Naka Chowk 0.92 17 Khajrana Chowk 0.77 18 Jail Road D.R.P. Line 1.12 19 Gurudwara Chowk 1.01 21 Teen Imli Chowk 0.62 22 Rau Chowk 0.79 23 Imli Saheb Gurudwara Chowk 1.38 24 Geeta Bhawan Chowk 1.11 25 Chawani Chowk 0.88 26 Raj Mohalla Chowk 0.68 27 Mahal Kachehri Chowk 0.44 28 Rajiv Gandhi Chowk 0.46 29 Tillori Chowk Bye Pass Road 0.43


The highest “Y” is observed at Regal Chowk (1.48) followed by Imli Saheb Gurudwara Chowk (1.38). Out of 23 intersections in total, 7 intersections have Y value greater than 1 indicating the saturated intersection capacity. Short term mitigation measures like redesigning of the intersections, exclusive lanes, management measures etc are required for capacity augmentation of such intersections. These short term improvement proposals are detailed in Chapter 14 of the Draft Final report.

7.8 Rate of Growth of TRAFFIC based on CES Study

Table 7-19 shows the growth of traffic on the major roads in the Study Area as projected from the CES Study. The table indicates Decadal growth rate and Compounded annual growth rate for both Vehicles and PCU’s. Shastri Bridge accounts for an increase of 20,434 vehicles and 15,590 PCU’s over the last 11 years. The traffic data recorded similar increase of 16,400 vehicles at Jawahar Marg and Bhanwar Kuan Road.



Table 7-19 Decadal and Compounded Annual Growth Rate of Traffic

Location Name

RITES Survey 2011

CES Survey 2000 Decadal Growth Rate

Compound Annual Growth Rate

volume (Veh)

PCU volume (Veh)

PCU volume (Veh)

PCU volume (Veh)

PCU

Annapurna Road Near Railway Crossing

21865 16597 12964 10815 69% 53% 128% 120%

R.T.O Road Level Crossing 17663 13693 7374 6593 140% 108% 131% 124% Manik Bagh Road Flyover 39063 28394 32387 29236 21% -3% 123% Bhanwar Kuan Road Flyover 67059 51886 50696 44526 32% 17% 141% 125% New Loha Mandi Road Railway Crossing

18048 27227 10900 10745 66% 153% 124% 142%

Jawahar Marg (Near Bank of Baroda)

56530 41378 40078 38801 41% 7% 142% 104%

Shastri Bridge 123739 75299 103305 90889 20% -17% 146% Banganga road near mari mata 49805 34173 46960 39444 6% -13% 106% Deopalpur Road near Bada Ganpati

33713 22645 27092 21870 24% 4% 122% 83%

Dhar Road near Gangwal Bus Stand

39079 27672 21821 21409 79% 29% 143% 121%


DRAFT FINAL REPORT July 2012 Chapter 8 Public Transport & Intermediate Public Transport Characteristics

8. PUBLIC TRANSPORT AND

INTERMEDIATE PUBLIC TRANSPORT

CHARACTERISTICS

8.1 Background

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. IPT modes have been popularised and play a vital role in City passenger transport movement. The IPT system comprising of auto-rickshaw, taxi, and cycle rickshaw are the backbone of passenger movement in the City. With their limitations and drawbacks they continue to keep the City mobile and active.

PT/IPT primary surveys were carried out to assess the characteristics of public and Para transit system operating in the city of Indore. These include passenger OD survey, Passenger Volume Count Survey & Passenger Boarding/Alighting at the bus/auto stands. These surveys were carried out on identified stops in the Study Area which were finalized in consultation with the client. The survey was conducted at major activity nodes such as Madhur Milan, near Gangwal terminal, Rajwada, Palassia, Khajrana etc.

8.2 Existing PT/IPT System and Operational Characteristics

The predominant modes offering public transport/Para transit services in the Study Area are buses, minibuses, auto rickshaws, Tata magic and maruti vans. Presently, 110 buses on 24 major routes are being operated by AICTSL (SPV to provide public transport services in Indore), carrying over 1-1.2 lakh passengers daily. Out of these 24 routes, 22 are intra city routes and 2 intercity routes which cover Dewas, Mhow, Pithampur and Ujjain. The operational details of Public transport and Intermediate public transport is detailed in Chapter 3 of the Draft Final report. With JNNURM funding AICTSL is set to increase its fleet by 175 buses.

The IPT operation is reasonably self-regulated and looked after by Operators’ Unions. There has been a gradual increase in the number of IPT vehicles every year and presently there are about 15000 IPT modes plying in the city. There are a few horse driven carts (Tonga) which are found in the core area of the city. Most of the Terminal Facilities for IPT are only available at Petrol Pumps, other transportation nodes and Bus Terminals etc.



As per the CDP Indore 2005-2006 the population of Indore Urban Area in 2011 will be 22.08 lakhs. Buses per lakh population in Indore work out to be 14 (110 buses by AICTSL, 196 minibuses).

8.3 Passenger Boarding/Alighting surveys at major Bus & IPT stands

The passenger boarding/alighting survey was conducted at 40 stops including Location 1-18 bus stands, 19-32 Tata Magic Stand & 33-40 Contract Van Stand. The survey was carried out for a period of 16 hrs. Volume count and Boarding/Alighting passengers including Bus, & IPT was carried out at 15 minutes interval. The summarized output in respect of the above has been presented in Table 8-1. It can be seen from table that for standard buses major bus stop is Rajwada with a total volume of 5489 passengers (Boarding (2522)/ Alighting 2967), where as for Tata Magic major stand is Shivaji Vatika with a total volume of 6288 passengers (Boarding (3987)/ Alighting (2301). For Contract Van major stand is Nagar Nigam with a total volume of 3742 passengers (Boarding (2569)/ Alighting (1173). These stops both for buses and IPT modes experienced maximum boarding and alighting during peak hours with peak hour factor varying between 10-13%.

8.4 OD surveys at major Bus stops

The Bus Passenger OD Surveys were conducted to ascertain travel characteristics of intra city bus passengers. The survey was carried out by counting the number of passengers boarding and alighting from the bus stop along with origin–destination (O-D) survey on random sampling basis by interviewing passengers waiting to board the bus at the bus stop and passengers alighting from the buses. This survey was conducted at 18 bus stops within the Study Area for a period of 16 hours. The information included:

i. Boarding/ Alighting passenger volume count ii. O-D survey of passengers at bus stops

iii. Trip purpose, travel time, travel cost etc. iv. Access and dispersal characteristics

Gangwal Bus stand has been excluded from the overall analysis of Intracity bus passengers trips and their characteristics as 95% of the samples caught at this bus stand were Intercity passenger trips.



Table 8-1 Total (16 hrs.) Boarding/Alighting at Bus Stop/Tata Magic/Contract Van Stand

Name of Bus Stop Direction Towards Total Buses Stopping

Total Boarding

Total Alighting

Total Peak Hour Boading + Alighting

Peak Hour Factor for passengers B+A

BUS STAND Geeta Bhawan Palassia 110 1318 888 2206 286 13

Gangwal (Intra city stop) Chandan Nagar 63 1446 80 1526 244 16

Madurmilan Shivaji Vatika 112 1376 1027 2403 405 17

Badaganpati Nagar Nigam 61 1231 269 1500 178 12

Palasia Regal 109 2008 1295 3303 325 10

Rajwada Nagar Nigam 168 2522 2967 5489 529 10

M.G. Road opp. Pakiza Gandhi Hall 154 867 1552 2419 275 11

M.G. Road opp. Pakiza Gandhi Hall 158 835 1527 2362 275 12

M.G. Road Global Palasia 102 118 388 506 49 10

M.G. Road Samrat Hotel Gandhi Hall 100 207 167 374 60 16

Agersen Chowk Agersen Chowk 31 71 77 148 22 15

Agersen Chk (Nr. Forest Off.) Agersen Chowk 15 35 27 62 16 26

Agersen Chk (Nr. Forest Off.) Navlakha Chowk 16 13 41 54 10 19

M.G. Road (City Center) Palasia 96 272 307 579 70 12

Vijay Nagar MR- 10 201 1214 684 1898 200 11

Narayan Khoti Rajkumar Bridge 45 183 146 329 41 12

Yaswant Ciub Rajkumar Bridge 40 183 157 340 71 21

Khajrana Anand Bazar 77 345 132 477 74 16

TOTAL BUS PASSENGERS 1658 14244 11731 25975 TATA MAGIC

Nagar Nigam Chowk Jail Road 218 846 631 1477 169 11

BadaGanpati Nagar Nigam 136 770 439 1209 171 14

Shivaji Vatika Palasia 588 3987 2301 6288 653 10

Bhanwar Kuan Palasia 618 3813 1888 5701 582 10

Nagar Nigam Chowk M.G Road 372 814 545 1359 179 13

Vijay Nagar Palasia 300 564 920 1484 150 10

Patni Pura Vijay Nagar 162 390 190 580 74 13

Regal Chowk Palasia 483 1746 1574 3320 350 11

Mau Naka Annapurna Road Annapurna Mandir 308 903 119 1022 108 11

Palasia Police Station Khajrana 291 1209 778 1987 187 9

Bangali Chowk Khajrana 377 1564 710 2274 224 10

Khajrana Anand Bazar 127 544 174 718 83 12

Nagar Nigam Gandhi Hall 305 663 172 835 84 10

Bangali Chowk Plasia 153 426 136 562 65 12

TOTAL TATA MAGIC PASSENGERS 4438 18239 10577 28816 CONTRACT VAN

Nagar Nigam Palassia 344 2569 1173 3742 479 13

Badaganpati Rajmohalla 159 545 197 742 103 14

Navlakha Palasia 589 2561 674 3235 277 9



Name of Bus Stop Direction Towards Total Buses Stopping

Total Boarding

Total Alighting

Total Peak Hour Boading + Alighting

Peak Hour Factor for passengers B+A

Geeta Bhawan Shivaji Vatika 131 594 412 1006 195 19

Pardesi Pura Palasia 110 573 192 765 117 15

Patni Pura Malwa Mila 100 362 59 421 59 14

Mari Mata Jail Road 289 502 235 737 91 12

MIG T Point Palasia 114 407 138 545 113 21

TOTAL CONTRACT VAN PASSENGERS 1836 8113 3080 11193 GRAND TOTAL 7932 40596 25388 65984

Source: Primary Survey February 2011

8.4.1 Access/Dispersal Trip Characteristics of Bus Users

i. Access/dispersal Mode

The mode wise distribution of access/dispersal trips to/from the bus stop is shown in Table 8-2. The table indicates that walk contributes to about 70.43% share in access trips while it is 89.7% share in dispersal trips. IPT accounts for 14.49% share and private modes account for 4.4% share in total access trips. About 25% passengers changed their mode of travel from different modes to bus at the surveyed bus stops. About 11% used bus as the access mode.

Table 8-2 Distribution of Passenger Trips by mode of travel to/from the bus stops

Mode Access Mode Composition (%)

Dispersal Mode Composition (%)

Car 0.06 0

2 wheeler 4.37 2.17 Auto 1.93 2.95 Van 9.35 3.12 Bus 10.63 0.89 Tata Magic 3.21 1.1 Cycle 0 0 Walk 70.43 89.78


ii. Access/Dispersal Time

Table 8-3 presents the distribution of passenger trips by access/dispersal time (mins) to/from the bus stop. The access trip time characteristics shows that about 75% of the passengers take upto 15 minutes to access the stop where as 88% of the dispersal trips take 15 minutes for dispersal.



Table 8-3 Distribution of Passenger Trips by time (mins) taken to access/disperse to/from the bus stops

Time (mins) Access Time Composition (%)

Dispersal Time Composition (%)

1--5 0.92 4.35

5--10 49.58 67.03

10--15 25.4 16.94

15--20 11.57 5.88

20--30 10.17 5.34

30> 2.36 0.46


iii. Access/Dispersal Cost

Table 8-4 gives the distribution of passenger trips by cost (Rs) taken to access/disperse to/from the bus stop. The access cost composition indicates that about 93% passengers spend 0-7 rupees to access the bus stop whereas the dispersal cost composition indicates that about 97% passengers spend 0-7 rupees to disperse from the bus stop.

Table 8-4 Distribution of Passenger Trips by cost (Rs) taken to access the bus stops

Cost (Rs) Access Cost Composition (%)

Dispersal Cost Composition (%)

0--5 75.2 92.27

5--7 18.16 4.6

7--10 4.14 0.51

10--15 0.76 1.17

15> 1.73 1.45 Source: Primary Survey March ‘2011

8.4.2 Line Haul Trip Characteristics

i. Waiting Time for Bus Stop passengers

Table 8-5 presents the distribution of intra city bus passengers by waiting time at the bus stop. 91% passengers wait between 0-20 mins. Average waiting time for intra city public transport users is approximately 10 mins.



Table 8-5 Distribution of Intra City Bus Passengers by waiting time Time (mins) Composition (%)

0--5 7

5--10 36.97 10--20 46.83 20--40 8.9 40--50 0.14 50--60 0.16

>60 0 Source: Primary Survey March ‘2011

ii. Purpose of Travel

It is observed that work and education trips account for 39.5% and 20% share of total trips respectively at surveyed bus stops, while 36.3% trips are accounted for social and other purposes. The purpose wise distribution of trips is presented in Table 8-6.

Table 8-6 Distribution of Intra City Bus Passenger Trips by trip Purpose

Purpose Composition (%)

Work 39.53

Business 4.16 Education 20 Social 15.18 Others 21.13 Source: Primary Survey March ‘2011

iii. Distance of Travel

The distance wise distribution of line haul trips is presented in Table 8-7. The distribution of Intra city bus passenger trips by distance of travel reveals that about 42.27% passengers perform their journey within 5 km range, and about 81% of the passengers travel upto 10 km. Only 5% of the passengers travel more than 20 km. The average intracity trip length of bus passengers is 8 km

Table 8-7 Distribution of Intra City Bus Passenger Trips by distance of travel Distance (km) Composition (%)

1--2 10.92

2--5 31.35 5--7 17.38

7--10 21.03 10--15 11.24 15-20 2.36 20> 5.73




iv. Time of Travel

Table 8-8 presents the distribution of intra city bus passengers by time of travel. The table indicates that about 58.2% passengers take less than 30 mins, 22% passengers take more than 40 mins as travel time for their line haul journey. Average travel time has been observed to be 27 mins.

Table 8-8 Distribution of Intra City Bus Passenger Trips by time (mins) of travel

Travel Time (mins) Composition (%)

1--10 3.68

10--20 31.09 20--30 23.43 30--40 19.47 40--50 11.41 50--60 10.71

>60 0.21


v. Cost of Travel

The cost wise distribution of intra city bus passengers trips is given in Table 8-9. Majority of passengers i.e. 78% spend up to 10 rupees to perform their line haul journeys. Only 10.99% passengers spend more than 12 rupees. Average spending on bus trips has been observed to be 8 rupees.

Table 8-9 Distribution of Intra City Bus Passenger Trips by cost of travel

Cost (Rs) Composition (%)

0--5 0.74

5--7 42.64

7--10 35.06

10--12 10.57

12--15 7.33

>15 3.66


vi. Distribution of purpose wise line haul trips based on distance

The purpose wise distribution of line haul trips based on distance of travel is given in Table 8-10. The table reveals that majority of work trips (71.6%) are in a distance band of 2-10 km. Work trips extending beyond 10 km constitutes only about 18.2%. Business purpose trips majorly lie in a distance band of 0-5 km (46.6%) and 7-10 km (46.7%). More than half (56.3%) education trips are executed within a distance of 7 km.



Maximum social purpose trips (33.7%) are between 7-10 km. Other purpose trips are maximum (34.2%) between 2-5 km. Table 8-10 Distribution of Purpose wise Intra City Bus Passenger Trips by distance

of travel

Distance (km) Work (%) Business (%) Education (%) Social (%) Others (%)

0--2 10.18 11.4 11.44 2.69 15.35

2--5 31.8 35.2 31.03 22.44 34.23

5--7 21.28 2.96 13.86 11.45 18.29

7--10 18.52 24.37 20.92 33.75 19.45

10--15 10.61 22.36 14.04 10.81 8.41

15--20 1.45 1.86 2.39 6.69 2.12

>20 6.16 1.86 6.32 12.17 2.14 Source: Primary Survey March ‘2011

8.5 OD surveys at major IPT stands

The travel characteristics of IPT passengers were obtained from the IPT Passenger Surveys.

The survey included the counting of the number of passengers boarding and alighting from the IPT stand along with origin–destination (O-D) survey on random sampling basis. This survey was conducted at 22 IPT stands out of which 14 are Tata Magic Stand within the Study Area for a period of 16 hours. The survey information included Boarding/Alighting passenger volume count, O-D survey of passengers at IPT stands which included Trip purpose, travel time, travel cost etc, Access and dispersal characteristics.

8.5.1 Access/Dispersal Trip Characteristics

i. Access/Dispersal Mode

The mode wise distribution of access trips to the IPT stand is shown in Table 8-11. The table indicates that walk contributes to about 71.91% share in total trips. Bus contributes to about 6.3% share, IPT accounts for 19.2% share and private modes account for 2.5% share in total trips. About 25.5% passengers interchanged their mode of travel from different modes to IPT at the surveyed IPT stands.



Table 8-11 Distribution of Passenger Trips by mode of travel to the IPT stand Mode Composition (%)

Car 0 T-Whlr 2.51 Auto 7.22 Van 6.02 Bus 6.33 Tata Magic 5.98 Cycle 0.03 Walk 71.91



Table 8-12 presents the distribution of passenger trips by access/dispersal time (mins) to the IPT stand. Majority of the passengers i.e. about 69% passengers take up to 10 mins to access the IPT stand. 5% passengers take more than 20 mins to access to the IPT stand.

Table 8-12 Distribution of Passenger Trips by time (mins) to/from the IPT stand Time (mins) Composition (%)

1--5 28.2

5--10 40.88

10--15 17.08

15--20 8.09

20--30 4.22

30> 1.53



Table 8-13 gives the distribution of passenger trips by cost (Rs) taken to access/disperse the IPT stand. The table indicates that about 94% passengers spend up to 7 rupees to access/disperse to/from the IPT stand.

Table 8-13 Distribution of Passenger Trips by cost (Rs to/from the IPT stand Cost (Rs) Composition (%)

0--5 67.18 5--7 26.33

7--10 2.31 10--15 3.25

15> 0.93 Source: Primary Survey March ‘2011



8.5.2 Line Haul Trip Characteristics

i. Purpose of Travel

It is observed that work and education trips account for 36.33% and 23.48% share of total trips respectively at surveyed IPT stops, while 36% trips are accounted for social and other purposes. The purpose wise distribution of trips is presented in Table 8-14.

Table 8-14 Distribution of IPT Passenger Trips by trip Purpose Purpose Composition (%)

Work 36.33

Business 4.15

Education 23.48

Social 10.23

Others 25.82


ii. Distance of Travel

The distance wise distribution of line haul trips is presented in Table 8-15. The distribution of Intra city bus passenger trips by distance of travel reveals that about 79% passengers perform their journey within 7 km range and only 6% passengers travel more than 10 km. the average distance travelled by IPT passengers is 5.7 km

Table 8-15 Distribution of IPT Passenger Trips by distance of travel

Distance (Km) Composition (%)

1--2 10.58

2--5 51.51

5--7 16.66

7--10 15.12

10--15 4.4

15> 1.75


iii. Time of Travel

Table 8-16 presents the distribution of intra city bus passengers by time of travel. The table indicates that about 92% passengers take less than 30 mins as travel time for their line haul journey. Average travel time by IPT passengers is 20 min



Table 8-16 Distribution of IPT Passenger Trips by time (mins) of travel

Time (mins) Composition (%)

1--10 23.55 10--20 44.32 20--30 24.06 30--40 2.93 40--50 2.53


iv. Cost of Travel

The cost wise distribution of intra city bus passengers trips is given in Table 8-17. Majority of passengers i.e. 49.3% spend 0-5 rupees to perform their line haul journeys and 94% passengers spend upto 10 rupees. The average cost of travel by IPT is 7 rupees.

Table 8-17 Distribution of IPT Passenger Trips by cost of travel

Cost (Rs) Composition (%)

0--5 49.34

5--7 16.55 7--10 27.73

10--12 1.83

12--15 4.55 Source: Primary Survey March ‘2011

8.6 Operator Surveys

In the present study, operator survey has been done to assess their characteristics and needs. The operator’s survey was carried out for Tata Magic, Auto rickshaw, Taxis and Maruti Van. The survey was conducted at major transport activity nodes like M.Y. Hospital, Railway Station, Raj Mahalla, Chiman Bagh, and Indore Nagar Nigam etc.

Maruti Van plays a more significant role in providing IPT services compared to Tata Magic and auto rickshaws. Maruti Van when compared to the next most significant mode i.e. Tata Magic, carry twice the passengers. Table 8-18 shows the daily operational expenses and incomes of the three public transport/para transit systems. It has been observed from the operator survey that only less than 30% of the operators were driving their own vehicles. The rest were operating vehicles on a rented basis.



Table 8-18 Daily Average Operational Expenses and Income

PTS Type Average Hiring charges/day

Maintenance & Incidental cost (Rs./ day)

Lubricant & Fuel Cost (Rs./ day)

Salary to crew (Rs./ day)

Auto 200 30 150 150 Tata Magic 700 100 350 400 Maruti Van 600 90 370 350 Taxi 900 250 1,200 200

Maruti Van and Tata Magic operate on specific route permits (temporary or annual permits) allotted by RTO, whereas autos and taxis are permitted to operate anywhere within the city. In addition to the city permits, RTO also issues rural permits to run between the neighbouring villages along the outskirts of the city. Only 20% of the Maruti Van operators have route permits, while 80% have city permits which enable them to ply on maximum demand routes which may or may not be assigned to other operators on route permits. The Tata Magic city permit routes are controlled by associations and Union. Presently RTO has temporarily stopped the issue of new permits to IPT operators due to increasing congestion on roads (Source: RTO).

After the detailed analysis of public transport and intermediate public transport system characteristics, user characteristics and operator characteristics a comprehensive table is being generated to view the overall picture. Table 8-19 details out the various different modes of PT and IPT system, user and operator characteristics.

8.7 Issues

1. The effective implementation of Public transport is limited primarily due to financial unavailability, lack of road carriageway, lack of parking spaces as well as the competition of PT from other IPT modes of transport on the same routes.

2. Core areas with narrow roads limit the access of buses and Fringe areas are hardly served by Public transport, as such the reliance on IPT and private modes is the only option for the commuters in these areas.

3. IPT has grown on an alarming rate over the years. As the city grows the informal high demand to travel is being catered by IPT and recently by bus after the formation of AICTSL.

4. IPT modes operate in direct competition with PT modes. 5. Bus system runs on PPP mode. Thus profitability of the system is inbuilt. No private

operator will run the buses on competitive routes where the major share is taken away by IPT modes.



6. IPT system is highly unorganized. Dishonoring the route permits, overloading, running on high demand corridors, misbehaving etc are some of the major issues in case of IPT.

7. Unauthorized operation is also one of the major concerns of IPT. 8. An onsite reported issue is chaos and hindrance created by IPT driver/operators for bus

operators. Misbehaving with bus driver and conductor, not allowing the buses to stop at high demand stops, early start of buses from the stops without taking passengers etc are some of the issues reported by PT drivers.

9. Enforcement on traffic control and management is very weak in case of IPT as such IPT has become a major competitor to PT and is damaging city’s growth towards better PT systems.

10. The IPT system is considered to be inconvenient and unsafe. Overcrowding is also one of the reasons that limit a huge segment of the society from choosing IPT modes.

11. IPT fleet operators charge higher rent for their vehicles/day due to which the drivers are constrained with long working hours, overloading of the vehicles, rash driving, misbehaving with bus drivers, run on high demand routes, deviate from their route permits etc.

8.8 Conclusions

While the city of Indore is making considerable investments towards a rational and efficient public transport system, it is essential to improve the ridership and make PT a self sustainable system by the horizon year. However, it also important to improve the integrate IPT with PT to serve the city in a more safe, efficient and environment friendly manner.



Table 8-19 Operating Characteristics of PT & IPT system

S. No Vehicle Type

Vehicle Picture Seating Capacity

Fleet size No of Routes

Avg. Distance travelled/ day (km)

Average Passengers travelled/ day/ vehicle

Average number of Trips/ day

Revenue/ Km

PUBLIC TRANSPORT

1 City Bus

44+10 110 24 189 850 55 -

INTERMEDIATE PUBLIC TRANSPORT

2 Mini Bus

10+1 or 30+1

196 63 125 680 58 -

3 Maruti Van

7+1 550 30 110 190 16 9.3



S. No Vehicle Type

Vehicle Picture Seating Capacity

Fleet size No of Routes

Avg. Distance travelled/ day (km)

Average Passengers travelled/ day/ vehicle

Average number of Trips/ day

Revenue/ Km

4 Tata Magic

7+1 300 30 115 210 13 12.5

5 Auto rickshaw

3+1 13,800 N.A 50 10 9 8

6 Metro Taxi 4+1 100 N.A 65 5 10 14

7 Tonga

7+1No

InformationN.A 3 8 4 -


DRAFT FINAL REPORT July 2012 Chapter 9 Pedestrian Characteristics

9. PEDESTRIAN CHARACTERISTICS

9.1 INTRODUCTION

Walking is an integral component of any trip. For short journeys, walking is an efficient and flexible means of transport. It does not contribute to congestion or pollution, does not create danger for other road users and requires little in the way of expensive infrastructure. Walking is a cheap transport choice in comparison to other modes of transport.

Pedestrians form a major proportion of commuters. Not only majority of trips are conducted by walk in its entirety, but also every public transport and Intermediate Public transport trip also has a component of walk at its both ends. Even though they are short distance travelers, they are spread all over the city.

The needs of pedestrians and slow moving vehicles like bicycles and rickshaws have been ignored in the conventional planning strategies. The integration of urban development, transport planning and policies is vital to expanding opportunities for pedestrians and NMT use.

9.2 Existing Pedestrian facilities in Study Area

Transit and commercially intensive areas in Indore, especially, Rajwada, Narsingh Bazar, Gangwal Chowk, Sarwate, Krishna Pura Bridge, Industry House etc have very high peak hour pedestrian volume in contrast to the facilities that are provided in these areas. The Study Area in general has a high pedestrian volume spread all over the city but lacks pedestrian infrastructure which discourages walk as a mode of transport and in turn affects demand for PT and IPT. Also, this situation aggravates demand for private motorized vehicles which is obvious from the current average annual growth rate figures for the past 5 years which is 9.03% for two wheelers and 14.03% for cars in the city.

The general status of pedestrian infrastructure is in a poor state. This is evident from the network inventory primary survey, as such only 24% of the existing road network has footpath. Even the little pedestrian infrastructure that exists is clogged with hawkers, vendors, and electric transformers in an unplanned manner. About 28% of the road network is encroached with onstreet parking. Grade Separated pedestrian facilities exist at three locations within the city i.e. at MG Road TI Mall, MG Road near Chappan and Collectorate Office. The frequency of occurrence of safe gaps for the pedestrians to cross the Carriage Way is very less at most of the locations with high pedestrian and vehicular volume which demands for grade separated pedestrian crossing facilities and/or pedestrian signals. There is continuous erosion of space for pedestrians even though every journey begins and ends with a walking trip. Often wide sidewalks are allowed to have car parking that shrinks the walking area. As such the pedestrians are compelled to walk in modal conflict on the



Carriageway. Figure 9-1 shows the poor pedestrian infrastructure, encroachments at various important places in the city. Most of the intersections in the Study Area are neither provided with the Zebra crossing facility nor are they provided with pedestrian signals. Some of the places with poor pedestrian infrastructure like Bhawarkua, Palasia etc are highlighted in Figure 9-1. Roads such as RNT Marg, MG Road (Regal to Palassia), RTO Road, HIG to Patnipura Malwa Mill, Malwa Mill to High Court, Collectorate Road etc have raised medians, barricades and inappropriate Kerb heights which discourage the pedestrian crossing behavior and forces pedestrians to take U Turns which is almost 5-6 times longer than their direct shortest path. It is imperative to note that due to very little infrastructure encouraging pedestrianisation and hostile walking conditions in the Study Area, dependency upon the vehicle use for short distance commuting especially to access essential services like education, shopping, leisure etc has increased drastically. This is evident from the share of 2 wheeler traffic volume in the city which is almost 60% of the total traffic as observed at various traffic survey locations.

High pedestrian zones such as the Indore Railway Station is served by more than 64000 passengers daily. Bus terminals such as Sarwate, Navlakha, Gangwal daily caters to more than 27900, 12900 and 14600 passengers respectively. Even though various concerned agencies have made efforts to improve the pedestrian infrastructure and make the service continuous in many stretches near the railway station and bus terminals, inadequate pedestrian facilities in the Study Area has resulted into high rate of pedestrian fatalities. Thus Walking will have to be given the legitimate space and made part of conditional reforms in the Study Area. As part of proposals, the pedestrian infrastructure will be planned to cater to the present and future demand for walking.

9.3 Legal Framework for pedestrians in the Study Area

The development framework for pedestrians is outlined by the National Urban Transport Policy of the Union Ministry of Urban Development that has incorporated the principle that pedestrians and pedestrian infrastructure need special focus in transport planning as these are environment friendly and cause zero pollution.

The guidelines of the Jawaharlal Nehru National Urban Renewal Mission (JNNURM) do not make explicit reference to pedestrian infrastructure. But all cities with more than a million population that are covered under JNNURM are required to develop their respective city development plans to identify the infrastructure including pedestrian infrastructure projects that can be eligible for central and state assistance.



Figure 9-1 Existing Pedestrian Infrastructure at various important places

Absence of control on encroachment/parking of activities along the road towards Bhawarkua

Poor pedestrian sidewalks and crossing facilities near Gangwal Bus Stand

Poor road surface quality and absence of provision of essential sidewalk facilities near HIG

Unauthorised encroachments on the footpath near Hope Mill

Raised Medians/Barricades to discourage pedestrian crossing behaviour forcing pedestrians to take U

Poorly designed intersection with inadequate pedestrian facilities at Palassia Chowk



The Union ministry of urban development has issued policy circulars and advisories in 2007 asking for Comprehensive Mobility Plan with focus on mobility of people and priority to pedestrianisation and public transport.

In addition to these, the Master Plan 2021 of Indore seeks to make the city more pedestrian friendly. It proposes that the major work centers where pedestrian networks emerge and culminate, should have enhanced pedestrian facilities such as pedestrian signals, zebra crossings, grade separated walkways, wherever required. The improved pedestrian facilities will need more sensitive and intricate design of street, street furniture, for daily urban experience.

9.4 Pedestrian Flow Characteristics

In order to study pedestrian volume and assess the requirement of pedestrian facilities in areas of intense pedestrian movement, pedestrian surveys at 37 important locations were conducted for 16 hours to assess the along and across pedestrian flow.

The salient findings for the Pedestrian Flow characteristics are presented below in Table 9-1. It can be observed from the table that the daily (16 hrs) pedestrian volume (including along and across movements) varies from minimum pedestrian volume of 310 at Industry House Chowk across direction towards Bhawarkua to maximum of 16063 at Krishna Pura Bridge (Along Left) on an average working day. The maximum daily (16 hrs) pedestrian volume of 29,969 is observed at Krishna Pura Bridge (along left and along right) followed by 20,036 at Rajwada P.Y. Road (along left, along right and across) and 15,674 at Sarwate bus stand road (along left, along right and across).

The locations with highest peak hour along movements (including both the sides) of pedestrian are:

i. Krishna Pura bridge with morning peak volume of 1725 and evening peak volume of 3575

ii. Rajwada with morning peak volume of 1374 and evening peak volume of 2014 and iii. Sarwate with morning peak volume of 1155 and evening peak volume of 1065.

It is notable here that above listed areas with highest along pedestrian movements on both sides do not have adequate pedestrian infrastructure to fulfill the demand. Though footpaths are available on both the sides of the Krishna Pura bridge, the width of footpath is 1 m on left side and 1.2 m on right side which is not sufficient enough to cater to the existing pedestrian demand and as per the norms should be not less than 2.5 m. Apart from Krishna Pura bridge, Sarwate also has 1 m wide footpath on either side which as per the norms should not be less than 1.5 m. some of the locations like Laxmi Bai Nagar Grain Mandi, Ram Krishna Bagh, Kanadia Road (Telephone Nagar), Malwa Mill to Patnipura, Road towards Bhawarkua and Vijaynagar from Palassia Chowk, Guitar Chowk, Industry House chowk and



Subhash Marg Janta Colony do not have footpaths for pedestrian traffic forcing pedestrians to share carriage way with the motorized traffic.

The locations with highest peak hour across pedestrian traffic are:

i. Sarwate bus stand 427 in morning and 438 in evening peak followed by ii. Guitar Chowk 232 in morning and 268 in evening peak and

iii. Mari Mata chowk 251 in morning and 244 in evening peak.

The approach towards pedestrian across movement is restrictive in Indore. This can be concluded from the available pedestrian crossing infrastructure in the city. Major artery of the city as AB road does not have dividers on most of its length. Wherever dividers are present, are restrictive in nature, without provision of grade separated pedestrian crossing facilities. Same is the case with the locations with highest pedestrian crossing volumes. At Sarwate, no pedestrian infrastructure is available (along or across) whereas, at Guitar junction and Mari Mata chowk, pedestrians can be spotted jaywalking in lieu of a defined pedestrian path.

Table 9-1 Pedestrian Traffic at Surveyed Locations

Loc. No

Side Intersection/ Road Name of Location

Direction Towards

Total (16 Hr.)

Morning Peak hr Volume

Evening Peak hr Volume

1

Along (Left) Laxmibai Nagar Road-Grain Mandi

Grain Mandi

1856 156 145

Along (Right) 1406 140 104

Across 0 0 0

2

Along (Left) Laxmibai Nagar Road-Grain Mandi

Airport

1360 110 143

Along (Right) 681 47 78

Across 0 0 0

3

Along (Left)

Mari Mata Chowk Killa Maidan

3242 386 278

Along (Right) 2846 412 186

Across 2004 251 244

4

Along (Left) Malhar Ganj Tori Chowk

Rajwada

3342 364 348

Along (Right) 3084 302 330

Across 568 78 48

5


Jawahar Marg

1961 119 306

Along 2312 129 418

Across 1510 188 98

6


Bada Ganpati

2257 162 320

Along (Right) 2985 282 389

Across 913 84 93

7

Along (Left)

Narsingh Bazar Narsingh Bazar

5201 505 472

Along (Right) 5314 430 550

Across 730 99 60



Loc. No


Direction Towards

Total (16 Hr.)



8

Along (Left)

Ram Krishna Bagh Chander Nagar

1301 151 139

Along 1555 122 131

Across 1469 147 108

9

Along (Left)

Gangwal Chowk Chander Nagar

6601 663 682

Along (Right) 2558 321 256

Across 1001 84 84

10

Along (Left)

Gangwal Chowk Rajmohalla

3603 344 391

Along (Right) 2260 276 215

Across 1032 159 89

11

Along (Left)

Gangwal Chowk Bombay Bazar

2174 187 260

Along (Right) 3732 387 490

Across 1185 134 136

12

Along (Left)

Rajwada P.Y Road Gurudwara

9535 779 1054

Along (Right) 8152 595 960

Across 2349 207 219

13

Along (Left) Annapurna Road(Dashera Ground)

Kala Ghoda

1509 113 161

Along (Right) 1639 157 192

Across 1212 150 135

14

Along (Left) Bhawar Kuan Square

Tower Chowk

1292 123 117

Along (Right) 2058 283 250

Across 1713 108 154

15

Along (Left) Sarwate Bus Stand Road

Yashwant Tower

6167 585 635

Along (Right) 4602 570 430

Across 4905 427 438

16

Across

Imli Shahib Gurudwara Chowk

Sikh Mohalla 953 50 109

Across Gandhi Hall 1165 71 228

Across Rajwada 863 80 69

Across Ranipura 749 98 76

17

Along (Left) Tilak Nagar (Patrakar Chowk)

Patrakar Chowk

1667 162 147

Along (Right) 1505 127 144

Across 0 0 0

18

Across Kanadia Road (Telephone Nagar)

Kanadia Rd (Telephone Ngr)

1519 115 178

Along (Right) 1651 173 150

Across 0 0 0

19

Along (Left)

Race Course Road Raj Kumar Bridge

2525 245 278

Along (Right) 1958 163 213

Across 0 0 0

20

Along (Left) Patni Pura -Malwa Mill

Malwa Mill Chowk

3864 352 408

Along (Right) 2482 185 298

Across 0 0 0

21 Along (Left) Jail Road Mari Mata 1135 134 148



Loc. No


Direction Towards

Total (16 Hr.)



Along (Right) (M.R.D.Line) Chowk 972 88 72

Across 647 90 61

22

Along (Left) Krishan Pura Bridge

Gandhi Hall

13906 890 1764

Along (Right) 16063 835 1811

Across 0 0 0

23

Along (Left) Kahamn Road Khamahe Square

Dewas Naka

664 55 49


Across 1093 98 79

24

Along (Left) M G Road (Near Gandhi Hall)

Regal

4125 286 534

Along (Right) 4131 378 444

Across 2390 179 229

25

Along (Left)

Palassia Chowk Gandhi Hall

1608 141 141

Along (Right) 2541 211 191

Across 1328 77 135

26

Along (Left)

Palassia Chowk Bhawar Kuan

3729 288 371

Along (Right) 1439 181 107

Across 514 42 26

27

Along (Left)

Palassia Chowk Patrkar Colony

2385 323 269

Along (Right) 3122 269 238

Across 1136 87 104

28

Along (Left)

Palassia Chowk Vijay Nagar

1010 102 80

Along (Right) 1461 182 112

Across 1307 178 83

29

Along (Left)

Guitar Chowk Saket

5256 423 571

Along (Right) 2106 267 185

Across 1401 106 112

30

Along (Left)

Guitar Chowk Bhawer Kuan

1461 182 106


Across 923 120 62

31

Along (Left)

Guitar Chowk Vijay Nagar

2750 202 267


Across 3315 232 268

32

Along (Left) Industry House Chowk

Bhawar Kuan

709 22 87

Along (Right) 2746 174 267

Across 310 25 16

33


Vijay Nagar

739 83 35

Along (Right) 2161 306 125

Across 630 56 20

34


Narayan Kothi

1901 174 195

Along (Right) 2016 191 243

Across 1105 82 68



Loc. No


Direction Towards

Total (16 Hr.)



35

Along (Left)

Tower Chowk Plasia

1985 159 264

Along (Right) 1927 159 191

Across 713 62 65

36

Along (Left) Subhash Marg Janta Colony

Nagar Nigam

1383 106 139

Along (Right) 2163 201 184

Across 1111 136 87

37

Along (Left) Subhash Marg Janta Colony

Laxmi Nagar

2233 200 225

Along (Right) 2099 175 173

Across 1827 184 164

Source: RITES Primary Surveys, February 2011

Pedestrians are vulnerable if they share the carriage way with the motorized traffic. The vulnerability actually increases while crossing the road. In absence of a designated and convenient crossing facility, pedestrians tend to find safe gap to cross the road. But, if the traffic and pedestrian volumes are high, one may not find a safe gap at all. This calls for a grade separated facility. To quantify for requirement of a grade separated pedestrian crossing facility, guidelines take into account the pedestrian as well as vehicular volume on a particular location based primarily on the vehicular pedestrian traffic flow theory. The warrant to qualify as a grade separated pedestrian crossing facility, a location should have:

PV² =2x10^8 (IRC-103-1988).

Whereas, P = peak hour pedestrian flow and

V = peak hour vehicular volume

The peak pedestrian flow across the road observed at various locations along with PV² values is presented in Table 9-2.

It is observed from the table that the highest value of PV² is recorded for MG Road near Gandhi Hall (which is 225.2*10^8) which is extremely high as against the acceptable value of 2*10^8 for divided carriageways. Apart from this, none of the other selected locations has PV² less than 2*10^8, which highlights the urgent need for pedestrian crossing facilities at these locations.



Table 9-2 PV² calculations at selected pedestrian survey locations

Loc. No


Direction Towards Total (16 Hr.)

Morning Peak Hr. Volume

Evening Peak Hr Volume

Peak Hour Vehicular volume

PV ² * 10^8

3 Across Mari Mata Chowk Killa Maidan 2004 251 244 2808 19.8

9 Across Gangwal Chowk Chander Nagar 1001 84 84 2440 5

10 Across Gangwal Chowk Rajmohalla 1032 159 89 2856 13

11 Across Gangwal Chowk Bombay Bazar 1185 134 136 2518 8.6

14 Across Bhawar Kuan Square Tower Chowk 1713 108 154 3592 19.9

16 Across Imli Shahib Gurudwara Chowk

Sikh Mohalla 953 50 109 2022 4.5

Across Imli Shahib Gurudwara Chowk

Gandhi Hall 1165 71 228 5157 60.6


Rajwada 863 80 69 5178 21.4


Ranipura 749 98 76 2429 5.8

21 Across Jail Road (M.R.D.Line)

Mari Mata Chowk 647 90 61 3704 12.3

24 Across M G Road (Near Gandhi Hall)

Regal 2390 179 229 9916 225.2

25 Across Palassia Chowk Gandhi Hall/Rajwada

1328 77 135 4414 26.3

26 Across Palassia Chowk Bhawar Kuan/Geeta Bhawan

514 42 26 2924 3.6

27 Across Palassia Chowk Patrkar Colony/Bangali Chowk

1136 87 104 2921 8.9

28 Across Palassia Chowk Vijay Nagar 1307 178 83 5204 48.2

29 Across Guitar Chowk Saket 1401 106 112 2826 8.9

30 Across Guitar Chowk Bhawer Kuan 923 120 62 5470 35.9

31 Across Guitar Chowk Vijay Nagar 3315 232 268 4851 63.1

32 Across Industry House Chowk

Bhawar Kuan 310 25 16 4979 6.2


Vijay Nagar 630 56 20 4916 13.5


Narayan Kothi 1105 82 68 2425 4.8


The four prime locations that experience very heavy pedestrian and vehicular flow are MG Road towards Regal, Guitar Chowk towards Vijay Nagar, Imli Sahib Gurudwara Chowk towards Gandhi Hall and Palassia Chowk towards Vijay Nagar, each of these having very high PV² values of 225.2, 63.1, 60.6 and 48.2 respectively. As these locations witness a very heavy pedestrian flow during peak hours, the provision of grade separators to facilitate pedestrian movement becomes essential at these locations else it will result in pedestrian and vehicular conflict which magnifies problem of fatality rate of pedestrians, pedestrian vehicular



conflicts, decrease in pedestrian volume, dependency on private vehicles for short distance commuting, problem of congestion etc

9.5 Issues observed in the Study Area

There were a number issues observed in the Study Area which has been summed up below:

Absence of Sidewalk facilities: There are a number of stretches in the Study Area where the sidewalk facilities do not exist for eg. AB road, Palasia and Anand Bazar, Sarwate and Gangwal transit areas and the pedestrians are compelled to walk in modal conflict on this stretches. The absence of a sidewalk facility at many stretches is a major problem in the Study Area.

Poor Sidewalk Surface: Sidewalk surface is one of the important elements to encourage pedestrians to walk. A rough and a poor surface with a lot of bumps are observed at many locations which are RNT Marg, MG Road etc.

Obstructions: The Sidewalks/footpaths near the Sarwate Bus Stand and Indore Railway Station are obstructed with urinals, electric transformers, garbage bins, hoardings, etc making walking an unpleasant experience.

Inadequate Footpath Width: As per IRC standards a sidewalk width of 1.5 mt has a capacity to discharge 800 pedestrians/hour moving in both directions. A lot of locations such as MG road and Krishna Pura bridge experience the problem of inadequate footpath width which forces the pedestrians to walk on carriageways reserved for motorized traffic.

Encroachment: There are a lot of informal commercial activities which form an integral part of the sidewalk environment in the study area. These include hawkers, vendors and often wide sidewalks are allowed to have car parking that shrinks the walking area. In many areas such as Jail road - Kothari market area the wide sidewalks that are more than 2 meters wide have been converted to bituminous track to accommodate car parking. Hawkers, poor maintenance, and parking of vehicles on the sidewalks disable pedestrians to walk on the sidewalks in the Study Area.

Discontinuity in the sidewalk: Sidewalks, wherever available, are discontinuous and discourage pedestrianisation. Property access usually bisects the footpaths to get access to carriage way due to which change in levels occur at very short stretches. Example of such discontinuous footpaths are MG road and RNT marg.

Poor Engineering Design: There are no clear IRC guidelines on the height of footpath though internationally it is accepted that the optimum height of footpath should be 15 cm. At many Stretches very high footpaths have been noticed without



proper gradients. Walkers find such pavements difficult to use and begin to walk on the bituminous track. Roads such as RNT Marg, MG Road (Regal to Palassia), RTO Road, HIG to Patnipura Malwa Mill, Malwa Mill to High Court, Collectorate Road etc have raised medians, barricades and inappropriate Kerb heights which discourage the pedestrian crossing behavior and forces pedestrians to take U Turns which is almost 5-6 times longer than their direct shortest path. At many locations sidewalks are discontinuous and there is no ramp facility for accessing them as the height of these footpaths at some points are more than 18 centimeters and therefore difficult to negotiate.

Poor environment for walking: Many stretches in the study area do not provide good and congenial walking environment to the pedestrians. Many stretches of roads such as Tilak Nagar, Anand Bazar etc. need to improve upon the pedestrian walking infrastructure and environment. Lack of guard rails and high potential for vehicular pedestrian conflict make the footpaths unwelcoming and pedestrians are generally left on their own to avoid such conflicts. Also, poor Illumination levels on sidewalks make it difficult, especially for women, to use them after evening hours.

9.6 Conclusions

The present pedestrian volumes in the study area demands major improvements in existing facilities to make them adequate and provide safe and congenial environment for pedestrians and NMT users. A number of pedestrian facility improvement measures have been proposed in the Chapter 18 and 19 of the Draft Final Report to improve pedestrian movement environment.


DRAFT FINAL REPORT July 2012 Chapter 10 Parking Characteristics

10. PARKING CHARACTERISTICS

10.1 INTRODUCTION

Parking survey is an important study to elicit parking supply and demand characteristics of an area. Indore urban area generates a huge parking demand and to meet the demand there are several competing Onstreet and Offstreet parking facilities. Planning and design of parking facilities demands an understanding of various characteristics including vehicle, parking operation and parking generation of different land uses. The parking demand characterised in terms of intensity, duration, accumulation etc. provides a basis for an efficient planning for parking facilities which may be either planning for a new facility, relocation or augmentation of existing facility.

10.2 PARKING LOCATIONS

In the present study parking data was collected at major parking locations (on street & off-street) within the Study Area. The surveys were conducted for 12 hours at 20 locations of which 17 were on-street and 3 were off-street parking locations. The main roads where the onstreet parking surveys were carried out are presented in Table 10-1.

Table 10-1 On street Parking locations

Loc No Name of the Road Parking Type

P 1 Anand Bazar Road On Street P 2 Kanadia Road On Street P 3 M G Road On Street P 4 Kothari Market On Street P 5 Gandhi Hall MG Road On Street P 8 Rajwada On Street P 9 Subhash Marg On Street

P 10 Jail Road On Street P 11 Jawahar Marg On Street P 12 Bartan Bazar On Street P 13 Patnipura On Street P 14 Morai Mohalla On Street P 15 Sapna Sangeeta Road On Street P 16 Sapna Sangeeta Road On Street P 17 Cloth Market On Street P 19 Siya Ganj Road On Street P 20 Siya Ganj Maharani Rd On Street

The off-street parking survey areas were Sanjay Setu, Kothari Market and City Center Complex. These off street parking locations are authorized parking lots.



The data collected through the survey was anlaysed to derive following parameters reflecting the parking characteristics in the Study Area.

• Parking Demand and Supply Characteristics

• Parking Accumulation

• Parking Duration

• Parking Index

• Parking Turnover

For parking analysis, the space occupied by various modes has been converted in terms of Equivalent Car Spaces (ECS). The adopted values as per Indian Road Congress (IRC) are presented in Table 10-2.

Table 10-2 Standard ECS Values

S. No. Vehicle Type ECS Value

1. Car/Jeep/Van/Taxi 1.0

2. 2-Whlr 0.25

3. Cycle 0.2

10.3 PARKING DEMAND AND SUPPLY CHARACTERISTICS

Parking demand at a location is the number of vehicles parked over a period of time. Parking demand and parking supply at various locations are given in Table 10-3. The table indicates that parking demand is very high and at most locations parking demand outstrips supply. The total daily parking demand at the surveyed parking locations was observed to be about 7,982 E.C.S. with maximum demand observed at Sapna Sangeeta Road (Tower Chowk to Vikram Chowk) both sides with 1171 E.C.S. The parking supply is lowest at Kothari Market (Imli Saheb Gurdwara Chowk to Rani Pura) comprising of 32 E.C.S. and highest at Sapna Sangeeta Road (Tower Chowk to Vikram Chowk) both sides with 374 E.C.S.



Table 10-3 Parking Demand and supply characteristics at surveyed locations

Location Direction Car 2-

Whlr

Parking Demand

(ECS)

Parking Supply

(sq mts)

Parking Supply (ECS)

Anand Bazar Road

Saket Chowk to Anand Chowk 188 944 424 2658 148

Kanadia Road Bengali Square to Ashirwad Complex 242 1736 676 4661 259 M G Road Kothari Market to Boliya Sarkar Ki Chatri

Park 105 1268 422 3697 205

Kothari Market Imli Saheb Gurdwara Chowk to Rani Pura 6 290 79 580 32 Gandhi Hall MG Road

Court to Imli Saheb Gurdwara Chowk 21 484 142 1016 56

Kothari Market Kothari Market (Authorised Parking) 118 173 161 990 43 City Centre City Centre Complex (Authorised Parking) 177 1311 505 2471 107 Rajwada Rajwada Chowk to Krishna Complex (Imli

Bazar Road) 26 810 229 2499 139

Subhash Marg Chiman Bagh Chowk to Nagar Nigam Chowk

34 757 223 3070 171

Jail Road Chiman Bagh Chowk to M.G.Road 75 1822 531 4371 243 Jawahar Marg Gurudwara to Ram Laxman Chowk 66 644 227 2153 120 Bartan Bazar Ram Laxman Chowk to Pipli Bazar Chowk 18 950 256 2574 143 Patnipura Patnipura Chowk to Nanda Nagar Chowk 97 1132 380 3922 218 Morai Mohalla Chhawni Chowk to Chawal Vali Gali 316 1717 745 2714 151 Sapna Sangeeta Road

Tower Chowk to Vikram Tower Chowk 611 2239 1171 6739 374

Sapna Sangeeta Road

Vikram Tower to Aggarsain Chowk 267 1685 688 4633 257

Cloth Market Narsing Chowk to Mandir 111 892 334 1441 80 Sanjay Setu Sanjay setu (Authorised Parking) 113 74 132 1292 56 Siya Ganj Road Railway Station to A A Khumbati & Sons

Shop 27 993 275 2321 129

Siya Ganj Maharani Rd

Railway Station to Central Kotvali 45 1353 383 3229 179

Total 2663 21274 7982 57034 3111 Source: RITES Primary Surveys, February 2011

10.4 PARKING ACCUMULATION

Parking Accumulation is the number of vehicles parked at a particular location at a particular time. Peak parking accumulation at various locations is given in Table 10-4. It indicates that the total peak parking accumulation at the surveyed locations was observed to be 2,777 E.C.S. with maximum concentration observed at Sapna Sangeeta Road both sides with 317 E.C.S. The minimum peak hour accumulation was observed at On street parking location Kothari Market (Imli Saheb Gurudwara Chowk to Rani Pura) Left side which is about 48 E.C.S.



Table 10-4 Peak Hour Parking Accumulation and equivalent ECS at surveyed locations

Name of the Road Direction Time

Peak Accumulation (Veh)

Peak Accumulation

(ECS) Car 2-

Whlr Cycle

Anand Bazar Road Saket Chowk to Anand Chowk 1630:1700 67 269 115 138 Kanadia Road Bengali Square to Ashirwad Complex 1800:1830 88 440 150 199 M G Road Kothari Market to Boliya Sarkar Ki

Chatri Park 1700:1730 34 560 98 161

Kothari Market Imli Saheb Gurdwara Chowk to Rani Pura

1500:1530 2 163 27 48

Gandhi Hall MG Road

Court to Imli Saheb Gurdwara Chowk 1430:1500 8 229 58 63

Kothari Market Kothari Market (Authorised Parking) 1600:1630 78 68 20 95 City Centre City Centre Complex (Authorised

Parking) 1700:1730 99 595 65 228

Rajwada Rajwada Chowk to Krishna Complex (Imli Bazar Road)

1700:1730 6 426 259 130

Subhash Marg Chiman Bagh Chowk to Nagar Nigam Chowk

1200:1230 8 224 94 67

Jail Road Chiman Bagh Chowk to M.G.Road 1800:1830 24 725 157 193 Jawahar Marg Gurudwara to Ram Laxman Chowk 1730:1800 20 225 56 73 Bartan Bazar Ram Laxman Chowk to Pipli Bazar

Chowk 1530:1600 2 232 129 68

Patnipura Patnipura Chowk to Nanda Nagar Chowk

1330:1400 22 350 99 107

Morai Mohalla Chhawni Chowk to Chawal Vali Gali 1700:1730 116 567 102 245 Sapna Sangeeta Road

Tower Chowk to Vikram Tower Chowk

1500:1530 168 654 123 317

Sapna Sangeeta Road

Vikram Tower to Aggarsain Chowk 1400:1430 105 495 133 224

Cloth Market Narsing Chowk to Mandir 1630:1700 44 295 54 111 Sanjay Setu Sanjay setu (Authorised Parking) 1430:1500 50 30 0 56 Siya Ganj Road Railway Station to A A Khumbati &

Sons Shop 1630:1700 8 372 181 110


Railway Station to Central Kotvali 1800:1830 6 480 295 146

Grand Total 955 7399 2215 2777


10.5 PARKING DURATION

Parking Duration is also a significant indicator for analyzing the temporal characteristics of parking in the Study Area. Vehicles parked up to two hours interval is considered as short duration parking and those parked for more than six hours are considered as long duration parking. Vehicles which are parked from 2-6 hrs interval is termed as Medium Term Parking. Table 10-5 gives the parking duration of various modes at parking survey locations selected across the Study Area. Long term parking is observed mainly at parking lots near offices,



banks and hotels. This is mainly due to fact that employees park their vehicles in the morning and go to their work place and pick them up in the evening at the time of return. At most of the locations short term parking (upto 0-2 hrs) is significant due to shopping areas. The share of Long term parking at Kothari Market – Authorised Parking (24.19%) is high as compared to other parking locations. The least share of long term parking is observed at Sapna Sangeeta Road- Vikram Tower to Aggarsain Chowk (2.69%) followed by Sapna Sangeeta Road-Tower Chowk to Vikram Tower Chowk (3.22%). Short Term Parking is highest at Bartan Bazaar-Ram Laxman Chowk to Pipli Bazar Chowk (67.12%) followed by Sapna Sangeeta Road-Tower Chowk to Vikram Tower Chowk (59.58%).

Table 10-5 Parking Duration at surveyed locations

Location Direction Mode

Duration (Hours)

Total 0--2 2--4 4--6 6--8 >8

Short Term

Medium Term

Long Term

Anand Bazar Road

Saket Chowk to Anand Chowk ECS 241 107 38 21 18 424 % 56.72 25.29 8.84 4.89 4.25

Kanadia Road

Bengali Square to Ashirwad Complex ECS 366 208 51 33 19 676 % 54.14 30.7 7.51 4.81 2.85

M G Road Kothari Market to Boliya Sarkar Ki Chatri Park

ECS 234 110 37 24 17 422 % 55.45 26.01 8.77 5.75 4.03

Kothari Market

Imli Saheb Gurdwara Chowk to Rani Pura

ECS 33 20 14 7 5 79 % 42.36 25.48 17.2 8.92 6.05

Gandhi Hall MG Road

Court to Imli Saheb Gurdwara Chowk ECS 63 47 19 8 6 142 % 44.01 32.92 13.38 5.46 4.23

Kothari Market

Kothari Market (Authorised Parking) ECS 37 58 28 14 25 161 % 22.95 35.66 17.21 8.53 15.66

City Centre City Centre Complex (Authorised Parking)

ECS 189 186 61 26 44 505 % 37.39 36.75 12.13 5.1 8.62

Rajwada Rajwada Chowk to Krishna Complex (Imli Bazar Road)

ECS 78 59 41 30 22 229 % 33.92 25.6 17.94 13.02 9.52

Subhash Marg

Chiman Bagh Chowk to Nagar Nigam Chowk

ECS 118 70 20 10 7 223 % 52.74 31.13 8.85 4.26 3.02

Jail Road Chiman Bagh Chowk to M.G.Road ECS 300 140 37 31 23 531 % 56.55 26.39 6.88 5.84 4.34

Jawahar Marg

Gurudwara to Ram Laxman Chowk ECS 134 49 22 8 15 227 % 59.03 21.59 9.58 3.3 6.5

Bartan Bazar Ram Laxman Chowk to Pipli Bazar Chowk

ECS 172 66 8 5 5 256 % 67.12 25.93 3.03 1.86 2.05

Patnipura Patnipura Chowk to Nanda Nagar Chowk

ECS 202 129 31 12 7 380 % 53.03 33.95 8.16 3.03 1.84

Morai Mohalla

Chhawni Chowk to Chawal Vali Gali ECS 427 190 74 31 24 745 % 57.3 25.53 9.9 4.09 3.19

Sapna Tower Chowk to Vikram Tower ECS 698 379 57 20 18 1171



Location Direction Mode

Duration (Hours)

Total 0--2 2--4 4--6 6--8 >8

Short Term

Medium Term

Long Term

Sangeeta Chowk % 59.58 32.37 4.83 1.71 1.52 Sapna Sangeeta

Vikram Tower to Aggarsain Chowk ECS 407 225 38 10 9 688 % 59.14 32.62 5.56 1.42 1.27

Cloth Market Narsing Chowk to Mandir ECS 177 74 49 19 16 334 % 52.99 22.01 14.75 5.54 4.72

Sanjay Setu Sanjay setu (Authorised Parking) ECS 63 38 12 9 10 132 % 48.1 28.71 9.32 6.46 7.41

Siya Ganj Road

Railway Station to A A Khumbati & Sons Shop

ECS 147 85 23 12 9 275 % 53.41 30.88 8.36 4.27 3.09


Railway Station to Central Kotvali ECS 228 119 22 7 8 383 % 59.49 31.05 5.61 1.76 2.09

TOTAL ECS ECS 4311 2356 679 332 305 7982 % 54.01 29.51 8.51 4.15 3.82


10.6 PARKING INDEX

Parking Index is the ratio of peak hour parking accumulation to parking supply of spaces. Table 10-6 gives the Parking Index at various locations. Parking indices varies from 0.39 at Subhash Marg (Chiman Bagh Chowk to Nagar Nigam Chowk) to 2.2 at Kothari Market (Authorised Parking) complex indicating acute shortage of parking space. It has been observed that out of 20 locations 13 locations have parking index less than unity indicating that the supply is sufficient to cater to the peak hour demand, but at other locations the index is greater than unity indicating a need of additional parking space. Average parking index is 1.02. The parking characteristics in the Study Area establish the need to develop efficient parking strategies and capacity augmentation techniques wherever needed for efficient utilization of existing spaces.



Table 10-6 Parking Index at surveyed locations Loc. No

Name of the Road Direction Peak Accumulation (ECS)


Index

P 1 Anand Bazar Road Saket Chowk to Anand Chowk 138 148 0.93

P 2 Kanadia Road Bengali Square to Ashirwad Complex

199 259 0.77

P 3 M G Road Kothari Market to Boliya Sarkar Ki Chatri Park

161 205 0.78

P 4 Kothari Market Imli Saheb Gurdwara Chowk to Rani Pura

48 32 1.49

P 5 Gandhi Hall MG Road

Court to Imli Saheb Gurdwara Chowk

63 56 1.11

P 6 Kothari Market Kothari Market (Authorised Parking)

95 43 2.20

P 7 City Centre City Centre Complex (Authorised Parking)

228 107 2.12

P 8 Rajwada Rajwada Chowk to Krishna Complex (Imli Bazar Road)

130 139 0.94

P 9 Subhash Marg Chiman Bagh Chowk to Nagar Nigam Chowk

67 171 0.39

P 10 Jail Road Chiman Bagh Chowk to M.G.Road

193 243 0.79

P 11 Jawahar Marg Gurudwara to Ram Laxman Chowk

73 120 0.61

P 12 Bartan Bazar Ram Laxman Chowk to Pipli Bazar Chowk

68 143 0.47

P 13 Patnipura Patnipura Chowk to Nanda Nagar Chowk

107 218 0.49

P 14 Morai Mohalla Chhawni Chowk to Chawal Vali Gali

245 151 1.62

P 15 Sapna Sangeeta Road

Tower Chowk to Vikram Tower Chowk

317 374 0.85


Vikram Tower to Aggarsain Chowk

224 257 0.87

P 17 Cloth Market Narsing Chowk to Mandir 111 80 1.39 P 18 Sanjay Setu Sanjay setu (Authorised

Parking) 56 56 1.00

P 19 Siya Ganj Road Railway Station to A A Khumbati & Sons Shop

110 129 0.85

P 20 Siya Ganj Maharani Rd

Railway Station to Central Kotvali

146 179 0.82

Grand Total 2777 3111




10.7 PARKING TURNOVER

Parking Turnover is the number of times a parking space is used during a day. Parking turnover at various locations is given in Table 10-7. At most of the locations where parking demand is less or parking is long term, parking turnover is less. At other locations, like City Center complex, Morai Mohalla (Chhawni Chowk to Chawal Vali Gali), Cloth Market (Narsing Chowk to Mandir) parking turnover is high indicating short term parking duration and very high parking demand as compared to the supply. Average parking turnover at all the surveyed locations is 2.65.

Table 10-7 Parking Turnover at surveyed locations Loc No

Location Direction Parking Demand (ECS)


Parking Turnover

P 1 Anand Bazar Road

Saket Chowk to Anand Chowk 424 148 2.87

P 2 Kanadia Road Bengali Square to Ashirwad Complex 676 259 2.61 P 3 M G Road Kothari Market to Boliya Sarkar Ki Chatri

Park 422 205 2.05

P 4 Kothari Market Imli Saheb Gurdwara Chowk to Rani Pura 79 32 2.43 P 5 Gandhi Hall MG

Road Court to Imli Saheb Gurdwara Chowk 142 56 2.52

P 6 Kothari Market Kothari Market (Authorised Parking) 161 43 3.75 P 7 City Centre City Centre Complex (Authorised Parking) 505 107 4.70 P 8 Rajwada Rajwada Chowk to Krishna Complex (Imli

Bazar Road) 229 139 1.65

P 9 Subhash Marg Chiman Bagh Chowk to Nagar Nigam Chowk 223 171 1.31 P 10 Jail Road Chiman Bagh Chowk to M.G.Road 531 243 2.18 P 11 Jawahar Marg Gurudwara to Ram Laxman Chowk 227 120 1.90 P 12 Bartan Bazar Ram Laxman Chowk to Pipli Bazar Chowk 256 143 1.79 P 13 Patnipura Patnipura Chowk to Nanda Nagar Chowk 380 218 1.74 P 14 Morai Mohalla Chhawni Chowk to Chawal Vali Gali 745 151 4.94 P 15 Sapna Sangeeta

Road Tower Chowk to Vikram Tower Chowk 1171 374 3.13


Vikram Tower to Aggarsain Chowk 688 257 2.67

P 17 Cloth Market Narsing Chowk to Mandir 334 80 4.17 P 18 Sanjay Setu Sanjay setu (Authorised Parking) 132 56 2.34 P 19 Siya Ganj Road Railway Station to A A Khumbati & Sons

Shop 275 129 2.13

P 20 Siya Ganj Maharani Rd

Railway Station to Central Kotvali 383 179 2.14

Total 7982 3111




10.8 MAJOR PARKING ISSUES OBSERVED IN THE STUDY AREA

Parking is an important component in a traffic and transport plan and its management needs priority. Some of the parking issues observed in the Study Area is summed up below.

1. Lack of off street parking spaces- Indore in general lacks off street parking spaces, especially in the core areas. Though, upcoming commercial spaces are providing adequate parking lots, surface parking and on street parking is prevalent due to lack of awareness and enforcement. Jail road, Rajwada are examples.

2. Extensive on street parking- Almost all the core area is rooted with on street parking. On-street parking results in loss of carrying capacity of the road network. It is observed that nearly 28%percent of the road network has on-street parking thereby reducing the carriageway width for traffic and pedestrian movement. Important areas where on street parking is observed are Rajwada, Jail road, Jawahar marg, Siyaganj etc

3. Availability of easy and free parking and absence of good public transport is pushing people to use private vehicles.

4. Informal parking- There are many commercial areas in Indore which do not have designated parking spaces. No designated Onstreet or Offstreet parking forces the users to park vehicles randomly on streets. Anand Bazar, Regal Sq, Chawani etc. are some of the examples.

5. Parking on the junctions- Commercial and Public Semi Public land use is observed at almost all the major intersections of Indore. These establishments do not have parking spaces to accommodate employees and visitors vehicles. Thus, parking is done on the intersections itself creating chaos and reducing capacity of the junction. Regal and Bhawarkua junction are some of the examples.

6. Long term parking in Core areas and Off street parking spaces- Off street parking, wherever available, accommodates long term parking due to which parking turnover is very low. This is due to the non graduating but flat parking rates being applied all over the City. Kothari market and city center is an example.

7. Lack of multi level parking spaces- There is not much of space available for providing Offstreet or multilevel parking spaces in the Study Area. Though multi level parking have been proposed at many places in the city, none have been operational/optimized due to lack of enforcement and awareness.

8. There is an absence of a comprehensive parking policy for the Study Area, involving components such as organisation of circulation system and on-street parking, identification of possible off-street parking sites, intensive utilisation of existing parking areas including air rights exploitation, levy of parking fee, municipalisation of parking spaces, parking norms & standards and travel demand management measures.



10.9 CONCLUSIONS

Parking seems to be neglected area in the City and demand a comprehensive policy to address the issues the city is facing with respect to parking. A parking management plan for Core and City areas is detailed in chapter 18 of the Draft Final Report.


DRAFT FINAL REPORT July 2012 Chapter 11 Terminal Characteristics

11. TERMINAL CHARACTERISTICS

11.1 Introduction

Terminal facilities play an important role in determining the usage of different type of modes. To assess the terminal characteristics of both passenger and goods terminal surveys were carried out. This chapter details the terminal characteristics of terminals in Indore.

The following public transport surveys on various passenger terminals were conducted as part of the study:

1. Bus Passenger surveys 2. Rail Passenger surveys 3. Air Passenger surveys

The data collected through the field surveys has been analysed to assess the various public transport and terminal characteristics of commuters for different modes.

Passenger surveys at eight terminals (5 bus, 2 rail and airport) were carried out to assess the physical characteristics (size, activity, and distribution etc), operational characteristics (bus and passenger flow) and user characteristics (mode of travel, trip length, trip time and trip cost etc). The surveys were conducted for 16 hours on a normal fair weak day. Volume count (Inflow/Outflow) and Boarding/Alighting passengers was carried out at 15 minutes interval. In all 3400 passengers were interviewed comprising 1711 bus passengers, 1282 rail passengers and 407 air passengers.

11.2 INTER CITY BUS Terminal & PASSENGER CHARACTERISTICS

There are about 5 major bus terminals in the city which are Sarwate Bus Terminal, Gangwal Bus Terminal, Navlakha Bus terminal, Jhinsi Bus Terminal and Patel Pratima Bus Terminal. In addition to these bus terminals there are other proxy bus terminal locations where a few intercity buses pass through, originate or terminate. These are Vallabhnaga, Yashwant plaza, Jhabua Tower and Dhakkan Wala Kuan.

To obtain the travel characteristics of Bus terminal passengers Bus Terminal Passenger Surveys were conducted at 5 major Bus terminals within the Study Area for a period of 16 hours. The survey included counting of the number of passengers entering and exiting the bus terminal along with origin–destination (O-D) survey on random sampling basis.

11.2.1 Physical Characteristics of Bus Terminals

Sarwate Bus Terminal is the major bus terminal and is located in the core city at the south-east of Patel Bridge. It is bound by railway line on west, Patel bridge on north and Christian



college on east side. Entry and exit to the bus terminal premise is segregated but are on the same road known as Bus Stand. This road moves forward in north direction under the Patel Bridge and connects to the Sarwate railway station and further connects to MG road. The bus terminal caters to inter-city (inter-state) traffic which is serviced by private buses. The area of the bus terminal is approximately 0.9 Hectares. There is parking available for approximately 50 buses inside the terminal and about 7-10 buses are found standing outside the terminal in peak hours.

Gangwal Bus Terminal is situated on the western part of the city and is located on Dhar road. It is bounded by Khalsa Stadium on north, Raj Mohalla on north-east, Vishwakarma Colony on east and M G line on south. It caters to the inter-city (intra-state) passenger movement. The area of the bus terminal is approximately 0.54 Hectares. There is a capacity of about 25-30 buses inside the terminal and about 4-5 buses park outside the terminal as a result of spillover during peak hours. The terminal handles both private and govt buses.

Navlakha Terminal is located at the intersection of AB Road and Navlakha road. It is spread over an area of approximately 5 ha. The terminal caters to a number of private, deluxe bus operators operating from this terminal. The terminal has a capacity of about 100-120 buses and about 25-30 buses are parked outside the terminal during peak period. The buses originating from this terminal connects to various cities like Bhopal, Gwalior, Ujjain, Mhow, Dewas, Bombay, Pune etc.

Jinsi bus terminal is located close to the intersection of Subhash Marg and Mari Mata Road. It is spread over an area of 0.08ha of land where only about 7-8 buses are parked. There is no physical segregation of the bus terminal. Buses usually move towards the west i.e. Dhar, Betma etc from this bus terminal.

Patel Pratima Bus terminal is a small terminal with almost negligible terminal facilities. The terminal is situated on the Patel statue at Patel Bridge. It is almost considered as a proxy bus terminal where buses only picks and drops passengers. There is parking available for 2-3 buses on street and the buses connects to cities like Nashik, Gwalior etc.

The physical characteristics of proxy bus terminals are also detailed below:

Yashwant Plaza proxy bus terminal is located opposite Indore Railway station on Nehru Park Road. The terminal handles private buses which connect to places like Bhopal, Chindwara etc. The terminal is road side and do not have any terminal facilities but can only accommodate 3-5 buses. The buses depart from this proxy terminal between 6-9 pm.

Dhakkan wala kuan is located on the road towards Geeta Bhawan Square from Madhurmilan near Manorama Raje TB Hospital. There is an offstreet parking of 8-10 buses avaiale along with 6-8 buses which can stand on street during peak hours. This proxy terminal essentially caters to the buses under Hans Travels (private operator). The buses originating from this terminal connects to Mumbai, Nashik Pune, Gwalior, Lucknow etc.



Jhabua Tower is situated on RNT marg near the Central Mall which caters to private intercity buses connecting to cities like Gwalior, Bhopal etc. The proxy bus terminal has a capacity of 2-3 buses offstreet and about 2-3 buses onstreet during peak hours. The peak period observed is usually between 6-8 pm.

11.2.2 Operational Characteristics of Bus Terminals

An estimated 56,654 passengers use the five bus terminals everyday. The major share of passengers is catered by Sarwate Bus Terminal (49.3%) followed by Gangwal Bus Terminal (25.8%). The daily passenger volume along with the peak hour factor at the surveyed bus terminals is given in Table 11-1. The table indicates that 60 buses stop at Sarwate bus stand during peak hour and peak hour factor varies from 34.86 at Patel Pratima Bus Terminal to 8.93 at Gangwal Bus Terminal.

Table 11-1 Distribution of Passengers entering and exiting at bus terminals in Indore

Urban Area

Location Name Total Buses

Stopping

Passengers Inflow

(Boarding)

Passengers Outflow

(Alighting)

Total Buses

Stopping in Peak

Hour

Peak Hour

Entry + Exit

Peak Hour factor In + Out

Gangwal Bus Terminal

120 9289 5341 14630 10 1307 8.93

Sawate Bus Terminal 644 14232 13732 27964 60 2532 9.05 Navlakha Bus Terminal

255 7168 5830 12998 12 1292 9.94

Jhinsi Bus Terminal 43 809 35 844 5 130 15.4 Patel Pratima Bus Terminal

17 200 18 218 4 76 34.86

TOTAL 31698 24956 56654 5337 Source: Primary Survey March ‘2011

11.2.3 User Characteristics

a) Access and Dispersal Characteristics


The mode wise distribution of passenger trips for access/dispersal trips to and from the bus terminal is shown in Table 11-2. The table indicates that IPT is the preferred mode to access and disperse off from the bus terminal which accounts for about 43.2% share in total trips. Walk accounts for a total share of 26.9% share in total trips.



Table 11-2 Distribution of Passenger Trips by mode of travel to and from the bus terminal

Mode Composition (%) Car 1.09T-Whlr 11.11Auto 10.97Van 26.7Bus 17.64Tata Magic 5.56Cycle 0Walk 26.91Total 100



Table 11-3 presents the distribution of passenger trips by time (mins) taken to access/disperse to and from the bus terminal. About 48% of passengers take less than 20 mins to access/disperse to and from the bus terminal. About 9% passengers take more than 30 mins to access/disperse to and from the bus terminal. On an average access and dispersal time from a bus terminal is 22 min

Table 11-3 Distribution of Passenger Trips by time (mins) taken to access/disperse

to and from the bus terminal

Travel Time (Mins) Composition (%)

1--5 0.245--10 3.45

10--15 1915--20 25.5820--30 43.09

30> 8.63Total 100



Table 11-4 gives the distribution of passenger trips by cost taken to access/disperse to and from the bus terminal. The table indicates that about 63% passengers spend less than 10 rupees and about 17% passengers spend more than 15 rupees to access/disperse from the bus terminal. On an average the access/dispersal cost from a bus terminal is rupees 11.



Table 11-4 Distribution of Passenger Trips by cost taken to access/disperse to/from the bus terminal

Travel Cost in Rs. Composition (%)

0--5 31.48

5--7 19.6

7--10 11.45

10--15 20.4

15> 17.07

Total 100 Source: Primary Survey March ‘2011

b) Line Haul Trip Characteristics


It is observed that work and education trips account for 32.1% and 6.7% share of total trips respectively at Sarwate Bus Terminal, while other trips account for 54.8% in the total trips. The purpose wise distribution of trips is presented in Table 11-5. It is imperative to note that about 65% of trips at Jinsi Bus terminal account for Social trips while only about 9.8% trips are for Work purpose.

Table 11-5 Distribution of bus terminal Passenger Trips by trip Purpose

Loc. No

Name of Terminal Journey Purpose (composition %)

1 2 3 4 5 Work Business Education Social Others

1 Gangwal Bus Terminal 25.00 3.26 7.34 37.77 26.632 Sarwate Bus Terminal 32.14 6.32 6.73 0.00 54.813 Navlakha Bus Terminal 32.64 10.10 4.66 0.52 52.074 Jhinsi Mandi Bus Terminal 9.85 8.87 5.42 65.02 10.84

5 Patel Pratima Bus Terminal

42.31 3.85 0.00 0.00 53.85


ii. Travel Distance

Table 11-6 presents the distribution of bus terminal passenger trips by trip distance (kms). More than 80% of the trips from Gangwal, Sarwate and Patel Pratima bus terminal are greater than 50 kms. About 36.5% of the trips from Navlakha Bus terminal vary between 50-70 kms followed by 35.2% trips which are greater than 70 kms. 75% of passenger trips from Jhinsi bus terminal have trip length less than 50 kms reflecting that Jhinsi terminal caters to areas near about Indore city. The average trip length from intercity passengers is about 123 km.



Table 11-6 Distribution of bus terminal Passenger Trips by travel distance (kms) Sl. No Name of Terminal 1--10 10--15 15--25 25--40 40--50 50--70 70>

1 Gangwal Bus Terminal 0.00 1.09 1.36 3.53 7.88 37.77 48.37 2 Sarvate Bus Terminal 0.55 0.82 1.65 5.36 5.91 13.05 72.66 3 Navlakha Bus Terminal 0.52 1.30 7.25 13.47 5.70 36.53 35.23 4 Jhinsi Bus Terminal 0.00 0.99 27.59 8.37 37.93 16.75 8.37 5 Patel Pratima Terminal 0.00 0.00 0.00 3.85 0.00 26.92 69.23

Grand Total 0.36 1.01 3.48 6.72 7.22 25.78 55.42 Source: Primary Survey March ‘2011

iii. Travel Time

Table 11-7 presents the distribution of bus terminal passenger trips by travel time (mins). The table shows that more than 70% of the line haul trips at Sarwate and Patel Pratima Bus terminal have travel time more than 120 mins. At Jhinsi Bus Terminal about 61% of the trips take 60-120 mins and about 9.8% trips have travel time more than 120 mins. on an average travel time of line haul trips is 213 min

Table 11-7 Distribution of bus terminal Passenger Trips by travel time (mins)

Sl. No Name of Terminal 1--15 15--30 30--45 45--60 60--90 90--120 120> 1 Gangwal Bus Terminal 0.00 0.00 1.63 0.27 10.60 38.59 48.91 2 Sarvate Bus Terminal 0.00 0.41 1.51 0.96 8.10 14.01 75.00 3 Navlakha Bus Terminal 0.00 0.26 2.59 3.89 16.84 25.13 51.30 4 Jhinsi Bus Terminal 0.00 0.99 25.12 2.96 11.33 49.75 9.85 5 Patel Pratima Terminal 0.00 0.00 0.00 0.00 3.85 23.08 73.08

Grand Total 0.00 0.27 2.38 1.47 10.87 24.70 60.32 Source: Primary Survey March ‘2011

iv. Travel Cost

Table 11-8 presents the distribution of bus terminal passenger trips by travel cost. Generally the fare of bus trips is in direct relation to the distance travelled, the characteristics similar to distance travelled are reflected in cost of travel also. At Patel Pratima bus terminal for more than 73% of the trips the cost of travel is more than 75 rupees. At Jhinsi terminal for 92% of the trips, the cost of travel is less than rupees 50.

Table 11-8 Distribution of bus terminal Passenger Trips by travel cost (Rs.)

Sl. No Name of Terminal 0--10 10--20 20--30 30--50 50--75 75> 1 Gangwal Bus Terminal 0.27 0.54 3.80 42.39 11.41 41.582 Sarvate Bus Terminal 0.14 0.96 6.32 11.95 21.15 59.483 Navlakha Bus Terminal 0.00 2.59 13.47 39.64 20.47 23.834 Jhinsi Bus Terminal 0.00 33.99 4.43 52.22 9.36 0.005 Patel Pratima Terminal 0.00 0.00 0.00 3.85 23.08 73.08

Grand Total 0.14 2.05 7.11 28.11 17.85 44.74 Source: Primary Survey March ‘2011



11.3 RAIL Terminal & PASSENGER CHARACTERISTICS

The Rail Passenger Surveys were conducted to ascertain travel characteristics of railway passengers. The survey was carried out by counting the number of passengers entering and exiting the railway station along with origin–destination (O-D) survey on random sampling basis by interviewing passengers waiting to board the train at railway stations. This survey was conducted at 2 railway stations within the Study Area for a period of 16 hours. The OD information included the Trip purpose, travel time, travel cost etc.

11.3.1 Physical Characteristics

The Railway Station of Indore city is located on Maharani Road in between M G Road and Jawahar Road. It has two entries – one is on Maharani Road toward Siyaganj area and another is towards Regal Chowk. The station has both meter-gauge line and broad-gauge line. About 34 trains serve the railway station on the broad gauge line and 32 trains on the meter gauge line daily.

Laxmi Bai Railway Station is another major station which essentially caters to goods traffic to and from Indore to other parts of the country. The station is surrounded by various Industrial areas, mills and factories. The station has both meter-gauge line and broad-gauge line. Laxmi Bai Railway station also handles passenger traffic as 6 trains on the BG line and 12 trains on the MG line pass through this station daily. On an average the station handles approximately 2000 passengers/day.

11.3.2 Operational Characteristics

It is observed from the survey data of rail terminal survey that Indore Railway Junction caters to the maximum number of passengers (64,557) on a normal fair day. The daily inflow and outflow of passengers at Laxmi Bai Railway Station is 4243. The daily passenger volume along with the peak hour factor at the surveyed railway stations are given in Table 11-9. The table indicates that peak hour factor at Indore Junction is 11.24 and 18.83 at Laxmi Bai Railway Station.

Table 11-9 Distribution of Passengers entering and exiting at Major Railway Stations in

Indore Urban Area

Name of Railway Junction

Passengers Inflow

(Boarding)

Passengers Outflow

(Alighting)

Total Peak Hour Entry + Exit

Peak Hour factor

In + Out

Indore Railway Junction 29168 35389 64557 7254 11.24 Laxmi Bai Railway Station 2175 2068 4243 799 18.83 Source: Primary Survey March ‘2011






The mode wise distribution of passenger trips for access/dispersal trips to and from the railway station is shown in Table 11-10. The table indicates that IPT contributes to about 53.3% share in total trips of which Van alone contributes to about 36.95% share. Walk contributes about 16% share in total trips.

Table 11-10 Distribution of Passenger Trips by mode of travel to and from the

railway stations

Mode Composition (%)

Car 4.27

2 Wheeler 5.12Auto 9.5Van 36.95Bus 17.91Tata Magic 6.85Cycle 0.8Walk 16.17Train 2.44Total 100



Table 11-11 presents the distribution of passenger trips by time (mins) taken to access/disperse to and from the railway station. About 50.9% of passengers take more than 20 mins to access/disperse to and from the railway station. About 6.86% passengers take less than 10 mins and about 20.2% passengers take 10-15 mins to access/disperse to and from the railway station. On an average access/dispersal time from stations is 26 mins.



Table 11-11 Distribution of Passenger Trips by time (mins) taken to access/disperse to and from the railway stations


1--5 0.57

5--10 6.29

10--15 20.26

15--20 21.96

20--30 40.3

30> 10.63



Table 11-12 gives the distribution of passenger trips by cost (Rs) taken to access/disperse to and from the railway station. The table indicates that about 55% passengers spend less than 10 rupees and about 15% passengers spend more than 15 rupees to access/disperse from the railway station. On an average access/dispersal trip from the station costs rupees 13 to a passenger.

Table 11-12 Distribution of Passenger Trips by cost (Rs) taken to access/disperse to

and from the railway stations


0--5 18.13

5--7 27.45

7--10 10.94

10--15 28.4

15> 15.08


iv. Access/Dispersal Distance

Table 11-13 gives the distribution of passenger trips by distance (km) taken to access/disperse to and from the railway station. The table indicates that about 80% passengers access/disperse from a distance less than 10 km and about 8.93% passengers access/disperse from a distance greater than 15 km. Average access/dispersal trip length from railway station is 10.9 km



Table 11-13 Distribution of Passenger Trips by distance (km) taken to access/disperse to and from the railway stations

Travel Distance in Kms. Composition (%)

1--5 38.54

5--10 41.38

10--15 11.17

15--20 3.95

20--25 1.56

25> 3.42




It is observed that work and education trips account for 30.5% and 8.7% share of total trips respectively at Indore Junction, while more than half (54.4%) trips are accounted for social, recreation and other purposes. The purpose wise distribution of trips is presented in Table 11-14. It is imperative to note that about 69.8% of trips at Laxmi Bai Railway Station account for Social trips while about 21.9% trips are for Work purpose.

Table 11-14 Distribution of Rail Passenger Trips by trip Purpose

Loc. No Name of Terminal Journey Purpose (composition %)

1 2 3 4 5 Work Business Education Social Others

1 Indore Junction. 30.55 6.25 8.71 1.41 53.082 Laxmi Bai Railway Station 21.92 0.00 1.37 69.86 6.85


11.4 AIR PASSENGER CHARACTERISTICS

Presently Indore is served by one airport which is 10 km away from the city center on the western side of the city. The airport has been operating services by Indian Airlines, Jet Airways, Jet Lite, Kingfisher, Kingfisher Red and Go Air. Indore has a direct connectivity to Ahmedabad, Bhopal, Bangalore, Raipur, Nagpur, Hyderabad, Mumbai, New Delhi, Pune, Goa, Kolkata and Jabalpur. In the year 2009-2010 the airport catered to about 6.88 lakhs passengers for domestic travel. The terminal capacity of Indore Airport is about 300 passengers per hour for arrival and 250 passengers per hour for departure. Airport handled about 5695 tonnes of traffic in 2009-2010.

The travel characteristics of Air passengers were obtained through Airport Passenger Surveys which were conducted for a period of 24 hours. The survey included counting of the number of passengers entering and exiting the bus terminal along with origin–destination



(O-D) survey on random sampling basis. The information in the OD survey included the information such as Trip purpose, travel time, travel cost, access and dispersal characteristics etc.

11.4.1 Operational Characteristics

The survey data reveals that the daily inflow (departure) and outflow (arrival) passengers are 1478 and 1526 passengers respectively on a normal working day.




The mode wise distribution of passenger trips for access/dispersal trips to and from the airport is shown in Table 11-15. The table indicates that IPT contributes to about 30.7% share in total trips. Private vehicles account for 82.31% of which car alone accounts for 64.8% share in total trips.

Table 11-15 Distribution of Passenger Trips by mode of travel to and from the airport

Mode Composition (%)

Car 64.86

Taxi 17.44

2-Whlr 3.44

Auto 13.27

Bus 0.98 Source: Primary Survey March ‘2011


Table 11-16 presents the distribution of passenger trips by time taken to access/disperse to and from the airport. About 11% of passengers take less than 30 mins to access/disperse to and from the airport. About 38% passengers take 60-90 mins, and almost 41% take more than 90 mins to access/disperse to and from the airport. This could be mainly due to air passenger formalities at the airport for arriving passengers. Average access/dispersal time from airport is 38 min.



Table 11-16 Distribution of Passenger Trips by time (mins) taken to access/disperse to and from the airport


1--15 0.98

15--30 9.8330--45 5.4145--60 5.1660--90 37.84



Table 11-17 gives the distribution of passenger trips by cost taken to access/disperse to and from the airport. The table indicates that about 80% passengers spend less than 100 rupees while 17% passengers spend 100-250 rupees to access/disperse from the airport. The average access/dispersal trip cost from airport cost Rs 84.

Table 11-17 Distribution of Passenger Trips by cost (Rs) taken to access/disperse to

and from the airport


<50 26.78

50-100 53.32

100-150 10.07

150-200 7.13

>200 2.7 Source: Primary Survey March ‘2011

iv. Access/Dispersal Distance

Table 11-18 gives the distribution of passenger trips by distance (km) taken to access/disperse to and from the airport. The table indicates that about 8.35% passengers access/disperse from a distance less than 10 km, 46.1% passengers access/disperse from a distance of 10-20 km, and equal share of passengers access/disperse from a distance more than 20 km.



Table 11-18 Distribution of Passenger Trips by distance (km) taken to access/disperse to and from the airport

Travel Distance in Kms. Composition (%)

1--5 2.7

5--10 5.6510--15 23.115--20 23.120--25 32.43




It is observed that work and business trips account for 22.8% and 23.5% share of total trips respectively at Indore Airport, while 46.7% trips are accounted for social and other purposes. The purpose wise distribution of trips is presented in Table 11-19.

Table 11-19 Distribution of Air Passenger Trips by trip Purpose

Purpose Composition (%)

Work 22.87

Business 23.59

Education 6.82

Social 16.97

Others 29.75


11.5 Issues 11.5.1 Rail Terminal

Indore main Rail Terminal is situated in the heart of the city and has become an area of congestion. It lacks both connectivity and accessibility from other modes of transport. Connectivity is restrained due to the presence of on street hawkers, vendors, parking etc which causes congestion and partially disables the connectivity to the railway station. The unorganised parking on street reduces the carriageway width and affects the capacity of the road.

The accessibility of the railway station is in a poor state. Buses contribute to only about 18% share while IPT account for 53.3% share in access and dispersal trips to the railway station. The interchange facilities at the railway station are poor and need an up gradation.



Increase in passenger traffic over the years has restricted the facilities per passenger and has burdened the railway station which possesses a limit to its expansion.

Laxmi Bai Railway station is poorly accessible to the users. The station has very poor connectivity as the roads leading to the station are narrow and some of them are not even bituminous roads. The station has a lot of capacity which is presently underutilized due to its poor connectivity.

The effective functioning of the rail terminals is limited due to lack of parking spaces, lack of connectivity, poor accessibility, lack of infrastructure and limited area for expansion.

11.5.2 Bus Terminal

The passenger influx at almost all the bus terminals, especially Gangwal bus terminal has exceeded their respective passenger handling capacities. In view of this small on street proxy terminals have cropped up to support the intercity passenger demand. These proxy bus terminals such as Jhinsi, Patel Pratima etc are on street bus terminals which cause hindrance to vehicular and pedestrian traffic. The area of Sarwate and Gangwal bus terminal is too less to cater to the existing bus traffic.

Roads leading to Sarwate Bus Terminal are narrow and encroached by shopkeepers and parked vehicles. Most of the bus terminals have inadequate facilities within the Bus Terminals in terms of bays, idle parking, administrative area, boarding and alighting platforms, utilities and circulation. Indore lacks most of the facilities that are required in successful operation and development of terminal complexes.

11.5.3 Air Terminal

The airport lacks connectivity by public transport as result private modes are the only modes to access airport. There are huge investments lined up to develop and expand the air terminal of Indore, it is important to develop the accessibility to this terminal to lower the usage of private modes.

11.6 Conclusions

The city has limited and constrained terminal facilities for bus, rail and air transport and is in need of developing good terminal facilities for efficient functioning of these modes of transport. The proposals regarding the same have been detailed in Chapter 19 of this report.


DRAFT FINAL REPORT July 2012 Chapter 12 Socio Economic and Travel Characteristics of Households

12. SOCIO-ECONOMIC AND TRAVEL

CHARACTERISTICS OF HOUSEHOLDS

12.1 General Household travel survey has been conducted to bring out the socio – economic and travel characteristics of the residents in the Study Area. The information collected through the household survey includes household size, education level, household income, vehicle ownership, household travel pattern, mode choice, expenditure on transport etc. this exercise is applied for policy formulation, decision making and in identification of relevant transport system for the Study area. Households were selected in proportion to the household distribution across the Study area to ensure that the sample were representative. Stratified random sampling technique has been used to identify the samples from the electoral rolls (for elections held in 2010) to ensure heterogeneity of the samples collected. A total of 5026 households have been interviewed across 69 internal zones in the Study area to draw a sample size of about 1.3 %. The analyses of the socio-economic and travel characteristics of the City from the survey data is presented in subsequent sections. 12.1.1 Survey Methodology The study area was divided into 69 internal 19 IDA and 08 external zones. The division of the zones was carried out to represent a homogenous set of populace per zone and at the same time, represent heterogeneity of the City as whole. Boundaries of the internal zones were taken to be the same as that of administrative ward boundaries for the sake of availability of secondary data. The list of traffic zones and their sample size is presented in Table 12-1.

Table 12-1 List of Traffic Zones and respective Sample Sizes

Ward No. Name of Ward Number of Households 2010

Sample Size

1 Sirpur 6815 45 2 Chandan Nagar 9860 30 3 Kalani Nagar 3924 36 4 Shikshak Nagar 4855 30 5 Raj Nagar 6679 30 6 Loknayak Nagar 4946 30 7 Ramchander Nagar 3757 30 8 Malharganj 3454 70 9 Sheetala Mata Bazar 3398 70




Sample Size

10 Jawahar Marg 4102 70 11 Harshiddhi 5581 67 12 Ranipura 9990 81 13 Sanehlataganj 1906 186 14 Devi Ahilyabai 5852 338 15 Imli Bazar 4242 30 16 Juna Rishala 2800 30 17 Luxmibai Nagar 4349 60 18 Shangam Nagar 5029 42 19 Maharana Pratap Nagar 4826 41 20 Banganga 10475 41 21 Indiragandhi 6443 41 22 Shaheed Bhagat Singh 7058 49 23 Lal Bahadur Shashtri 7796 136 24 Bhagirathpura 3888 42 25 Pardeshipura 5286 41 26 Sheelnath Camp 2953 71 27 Sardar Ballabh Bhai Patel 5705 218 28 Sant Ravidas 5817 71 29 Dr. Bhimrao Ambedkar 5686 75 30 Babu Jagjiwan Ram 5098 39 31 Subhash Nagar 7184 78 32 Ram Singh Bhai 6831 41 33 Mammori 4296 41 34 I.T.I 3243 54 35 Pandit Dindayal Upadhyay 6257 44 36 Vijay Nagar 13984 73 37 Dr. Shyama Prasad Mukherjee 3911 32 38 Niranjanpur 4942 41 39 Maharaja Chatrasal 6083 30 40 Khajrana 5288 38 41 Malviya Nagar 5119 57 42 Nahar Shah Vali 3981 58 43 Swami Vivekanand 4975 77 44 Palasia 6364 46 45 Mahatama Gandhi 3502 122 46 South Tukoganj 4745 380 47 Tilak Nagar 11100 42 48 Brijeshwari 4313 181 49 Residency 4338 151 50 Musakhedi 2595 30




Sample Size

51 Dr. Moulana Azad 3959 41 52 Chittavad 5974 99 53 Navalakha 6015 170 54 Khativala Tank 6562 97 55 Luxman Singh Chouhan 4230 68 56 Vishnupuri 8251 63 57 Bijalpur 12641 83 58 Dr. Rajenderprasad 4473 30 59 Phuti Kothi 1533 30 60 Sudama Nagar 6462 43 61 Annapurna 4834 42 62 Lokmanya Nagar 4657 47 63 Shaheed Hemu Colony 4295 88 64 Marimata Ka Bagicha 3603 73 65 Pandit Jawaharlal Nehru 3262 90 66 Maharaja Holkar 3748 84 67 Dravid Nagar 4605 40 68 Gumashta Nagar 3591 41 69 Dwarkapuri 6777 41 Grand Total 375088 5026 12.1.2 Preparation for the Household survey A detail questionnaire was prepared to collect household data and the enumerators were trained to collect the desired data. The data was collected for the household socio economic information and previous days travel pattern of each member of the household. The survey was carried out after 6 PM on weekdays and during daytime on weekends so that the head of the household and other members are available.

12.2 Data Analysis The data collection, processing and analysis were carried out to derive socio-economic & travel characteristics of the Study Area (IMC). Also, mode-wise and purpose-wise origin-destination matrices have been prepared to be used for four stage modelling purposes. The following outputs have been derived from the analysis of the Household survey.

i. Socio Economic characteristics ii. Travel characteristics



12.2.1 Socio Economic Characteristics 12.2.1.1 Household Size The average household size in Indore Urban area is 3.7. About 70% of households have 3 to 4 members whereas only 1.69% of the households belong to the category of households inhibiting over 7 persons per house hold. City has evolved as a home to nuclear families from being a large household City in a decade’s time (CTTS 2004 reported 70% of the households having 4 to 7 members). The distribution of households according to size is given in Table 12-2.

Table 12-2 Household Size SI No

Household by Size

Number of Households

%

1 Up to 2 429 8.54 2 3--4 3625 72.12 3 5--6 887 17.65 4 7--8 67 1.33 5 >8 18 0.36 Total 5026 100.00

Source: RITES Primary Surveys 2011 12.2.1.2 Vehicle Ownership The average vehicle ownership rate in the study area is 1.7 vehicles per household. 5.27% of the households do not own a vehicle whereas 11.6% of households own only cycle. More than 83% of the households own a motorized vehicle. Car ownership in Indore has increased from less than 5% in the year 2000 (CTS 2004) to more than 16% in present day. Still, more than 50% of the households own a two wheeler in the Study area suggesting 2- wheeler as the most preferred mode of travel in Indore. The distribution of households according to vehicle ownership is given in Table 12-3.



Table 12-3 Vehicle Ownership SI No. Type of Vehicle %

1 No Vehicle 5.27 2 Only Car 2.23 3 Only 2-Wheeler 54.76 4 Only Cycle 11.60 5 Only Auto Rickshaw 0.25 6 Car & 2-Wheeler 11.58 7 Car & Cycle 0.23 8 2-Wheeler & Cycle 11.70 9 2-Wheeler & Auto Rickshaw 0.19 10 Cycle & Auto Rickshaw 0.11 11 Car, 2-Wheeler & Cycle 2.02 12 2-Wheeler, Cycle & Auto Rickshaw 0.06 Total 100.00

Source: RITES Primary Surveys 2011 12.2.1.3 Occupation Figure 12-1 suggests that, approx. 36% of the population constitutes the work force for Indore engaged in Government Service, Private Service & Business activities. 26% of the population attends schools/colleges whereas 29% of the population consists of retired, unemployed and housewives.

Figure 12-1 Occupation

Source: RITES Primary Surveys 2011



12.2.1.4 Education It is observed that about 33% of individuals are Non-matriculate whereas only 2.8% of the populace is illiterate. Though overall education levels are high for the City, less than 1% of the population is professional. Distribution of individuals by education is given in Table 12-4.

Table 12-4 Distribution of Individuals by Education SI

No. Education %

1 Below 10th. 32.57 2 10th to 12th. 22.62 3 Graduate 25.63 4 Post Graduate 9.04 5 Illiterate 2.80 6 Child 6.39 7 Professional 0.94 Total 100.00

Source: RITES Primary Surveys 2011 12.2.1.5 Monthly Income The average household income in the study area is observed to be Rs. 16,075 suggesting a raise by 114% in the income levels in a decade (the average income observed in CTTS 2004 was Rs. 7524). The distribution of households under various income groups reveals that 30.3% households fall within the income range exceeding Rs.25,000 per month and almost equal % of the households fall under the income range of less than Rs. 10,000 per month. Maharaja Chatrasal Zone (Zone no. 39) is having highest average income of Rs. 41,917 per month while Malviya Nagar Zone (Zone no. 41) represents lowest average income of Rs. 6704 per month. Table 12-5 shows the distribution of households by income.

Table 12-5 Distribution of Households by Monthly Income SI No

Income Group Percentage

1 <=Rs 5000 5.79 2 Rs 5001 - Rs 10000 25.79 3 Rs 10001 - Rs 15000 13.59 4 Rs 15001 - 20000 14.01 5 Rs 20001-25000 9.45 6 >Rs 25000 30.30 7 No Response 1.07 Total 100.00




12.2.1.6 Monthly Expenditure on Transport An average household spends Rs. 1691 per month on transport, which is about 11% percent of average household income. Table 12-6 indicates that 37.66% percent of the households spend more than Rs. 2,500 per month on transport.

Table 12-6 Expenditure on Transport SI No

Expenditure on Transport %

1 <=Rs 500 8.26 2 Rs 501 – 750 8.36 3 Rs 751 – 1000 11.02 4 Rs 1001 - 1250 6.07 5 Rs 1251 - 1500 6.84 6 Rs 1501 - 2000 11.98 7 Rs 2001 - 2500 8.73 8 > Rs 2500 37.66 9 No Expenditure 1.07 Total 100.00

Source: RITES Primary Surveys 2011 12.2.2 Travel Characteristics The data on trip information has been analyzed with a view to assess the travel characteristics in the study area. The travel and socio-economic characteristics form the basis in constructing the travel demand model for the study area. 12.2.2.1 Total Trips & PCTR An estimated 25,65,480 home based passenger trips were preformed on an average day by the households in the Study area. The PCTR including walk thus observed is 1.12 for 22.90 lakhs of population (Census 2011). PCTR excluding walk for the Study area is 0.92 with 21,07,359 motorised trips. 12.2.2.2 Mode of Travel Modal share of Non Motorised Transport (NMT) including walk and cycle is 27% whereas the share of public transport is 28% (including IPT and PT). Out of total trips, 40% of the trips are made by two wheelers suggesting two wheeler as most preferred mode of travel in the City. Share of Public transport (City Bus) is as low as 9 percent. The overall PT scenario of the City is same as that in 2000 (CTTS 2004 reported Public transport trips to be lowest at 8.1 percent in extension areas as compared to Nagar Nigam area where it is over 10 percent). Table 12-7 suggests the modal split scenario in the City.



Table 12-7 Modal Split (including Walk) SI No Mode %

1 Car 5.58 2 2-Whlr 39.49 3 Contract Van 2.19 4 Auto 2.27 5 Tata Magic 4.67 6 City Bus 8.56 7 Chartered Bus 0.15 8 School Bus 10.35 9 Cycle 11.93 10 Train 0.12 11 Walk 14.69 Total 100

Source: RITES Primary Surveys 2011 12.2.2.3 Purpose wise Distribution of Trips It is observed that about 25% of the trips are performed for work and business purpose whereas 15% trips are educational trips and 10% trips are performed for other purposes including shopping, social, heath and recreation. Approximately 50% of the total trips are return home trips. Figure 12-2 suggests purpose wise distribution of total trips including return home trips.

Figure 12-2 Purpose wise Distribution of Trips – 2011




Total non-home based trips account nearly 1.3% of total trips Purpose wise distribution of non home based trips is as given in Table 12-8.

Table 12-8 Purpose wise Non-Home Based (NHB) Trips – 2011 SI

No Purpose No of Trips Percentage

1 NHB Work 13010 46.66 2 NHB Education 8953 32.11 3 NHB Others 5920 21.23 Total 27883 100

Source: RITES Primary Surveys 2011 12.2.2.4 Trip Length Figure 12-3 suggests that average trip length for walk is 1.41 Km, for 2-wheeler 6.81 Km, for Car 9.32 km and for Bus and IPT it is 8 Km and 5.8 Km respectively. Average trip length for the City including walk trips is 5.84 km and excluding walk trips is 6.18 km, registering a 40% increase in trip lengths as observed in 2000 (CTTS 2004 reported average trip length for the City to be 4.4 excluding walk).

Figure 12-3 Mode wise Average Trip Length


Trip length frequency distribution (TLFD) given in Figure 12-4 shows that majority of the vehicular trips have trip lengths between 3 and 5 km (23.26 %), followed by 5 and 8 km (20.41 %).



Figure 12-4 Trip Length Frequency Distribution


12.2.2.5 Average Trip Length by Purpose Amongst all trip purposes 'business' trips have maximum average trip lengths (7 km) followed by 'work' trips (6 km) and 'return home' trips (6 km). The average trip length for all other purposes is rounded off to 5 km. The purpose wise ATL for the study area is presented in Table 12-9.

Table 12-9 Average Trip Length by Purpose of Trip Sl. No. Purpose Average Trip Length (km)

1 Work 6 2 Education 5 3 Business 7 4 Shopping/Recreation 5 5 Social/Others 5 6 Health/ Hospital 5 7 Return Home 6

Source: RITES Primary Surveys 2011 12.2.2.6 Inter-relationship between Travel Mode & Purpose The purpose wise distribution of trips across modes reveal that while 32.95% of work/business trips are performed by 2 wheelers, 9.18% of education trips are performed by school buses followed by 8.89% trips performed by walk. The major modes for shopping trips are public transport (3.64%) and walk (3.02%). Figure 12-5 suggests the purpose-mode relationship.



Figure 12-5 Travel Purpose-Mode Relationship


12.2.3 Conclusions An in depth analysis of the socio economic characteristics of the households reveal that majority of households (70%) are nucleus families with 3 to 4 family members whereas majority of households (83%) own a motorised vehicle wherein two wheeler is the most preferred mode of travel in the City. This is reflected in the modal share where share of Public transport (City Bus) is as low as 9 percent and 46% of the trips is made by two wheelers.

Though more than 50% of the trips are being catered by different modes of NMT, PT and IPT, share of city bus transport is as low as 9% in total trips. Thus, dependency on private modes is high for work trips with 32.95% of work/business trips being performed by 2 wheelers with 7 km of average trip length. This leads to a high expenditure on transport which is 10% of monthly income in case of Indore. Thus it can be concluded that rapid motorization is taking place in Indore due to unavailability of public transport.



With limited road network and deteriorating environment, proposals regarding promotion of public transport and NMT need to be formulated. These proposals are detailed in upcoming sections under Long Term proposals in chapter 19 of this report.


DRAFT FINAL REPORT July 2012 Chapter 13 Urban Environment & Service level Benchmark

13. URBAN ENVIRONMENT & SERVICE LEVEL BENCHMARKING

13.1 Urban Environment - Background

One of the critical and most immediate problems faced by rapidly growing cities is the impact of environmental pollution on health. The reasons being air pollution, inadequate water, sanitation, drainage, solid waste services and urban & industrial waste management. The deteriorating air quality is a result of rapid urbanisation in which the increase in population density has outstripped the available infrastructure. Vehicular and Industrial pollution is an important aspect which is indicated by the content of suspended particulate matter (SPM) in the air. According to public health scientists, the fine particles from burning coal, petrol, diesel and wood comprising a complex mixture of sulphate, nitrate, ammonium, hydrogen ions, elemental organic compounds, metals, poly nuclear aromatics, lead, cadmium, vanadium, copper zinc, nickel etc. are harmful chemicals which coat the surface of the tiny particles present in the air. They believe that even a minute increase in the concentration of these particles can cause significant harm to lungs and heart and in turn affect the life expectancy.

Urban Transport affects several aspects of the environment such as air, noise, vibration and it is necessary to study these effects for the recommendation of appropriate mitigation measures needed to preserve the environment.

13.2 Air Quality Status in Indore

Central Pollution Control Board (CPCB) is executing a nation-wide program of ambient air quality monitoring known as National Air Quality Monitoring Program (NAMP). The network consists of three hundred and forty two (342) operating stations covering one hundred and twenty seven (127) cities/towns in twenty six (26) states and four (4) Union Territories of the country. Indore city is also one of them. Under N.A.M.P., four air pollutants viz., Sulphur Dioxide (SO₂), Oxides of Nitrogen as NO₂, Suspended Particulate Matter (SPM) and Respirable Suspended Particulate Matter (RSPM / PM10) have been identified for regular monitoring at three different locations in the city. These locations are Polo ground as Industrial area, Kothari Market as Commercial area and Vijay Nagar Aranya as Residential area. The monitoring is carried out for 24 hours (4-hourly sampling for gaseous pollutants and 8-hourly sampling for particulate matter) with a frequency of twice a week. The parameter wise findings of air quality status in Indore city are as follows:

13.2.1 SO₂ Level

The ambient air quality is represented by CPCB in terms of Low (L) with exceedence factor (EF) less than 0.5, Moderate (M) when EF ranges between 0.5 - 1.0, High (H) when EF varies



from 1.0 - 1.5 and Critical (C), when EF is > 1.5 levels. SO₂ levels are low (L) and within the prescribed National Ambient Air Quality Standards (NAAQS) in the residential and industrial areas of the city. The prescribed limit of SO₂ level by CPCB is 80 µg/m3 in Industrial area and 60 µg/m3 in Residential and Commercial areas. The SO₂ level is very low, but has increased since the past years at all the three locations. The Table 13-1 shows the corresponding SO₂ values for three years.

Table 13-1 SO₂ levels (Annual Average Concentration in µg/m3) in the city

Monitoring Station Standard Values (µg/m3)

2006 (µg/m3) 2007 (µg/m3) 2008 (µg/m3)

Pologround (Industrial Area)

80 7 10 11

Kothari Market (Commercial Area)

60 6 11 12

Vijay Nagar Aranya (Residential Area)

60 4 5 6

Source: Urban Environment Workbook

13.2.2 NO₂ Level

The NO₂ levels are also low (L) in the residential and industrial areas of the city. The prescribed limit of NO₂ level by CPCB is 80 µg/m3 in Industrial area and 60 µg/m3 in Residential and Commercial areas. The value of NO₂ levels are very low at present, however there has been a slight increase from the past years at all the three locations and are shown in the Table 13-2.

Table 13-2 NO₂ levels (Annual Average Concentration in µg/m3) in the city


2006 (µg/m3) 2007 (µg/m3) 2008 (µg/m3)

Pologround (Industrial Area)

80 16 20 22


60 14 21 23


60 10 12 13


13.2.3 RSPM Level

RSPM level is critical in all the three commercial, industrial and residential areas of the city. At pologround (Industrial area) RSPM level was 237 µg/m3 in 2008 against the prescribed limit of 120 µg/m3. There is a substantial increase in RSPM from 2007 to 2008. Similarly at the Kothari market (commercial area) RSPM level reached to 214 µg/m3 in 2008 against the prescribed limit of 60 µg/m3. RSPM level was constant from 2006 to 2007 but a significant increase has been observed from 2007 to 2008, i.e. 116 to 214. At Vijaynagar residential area, RSPM level has also increased from 92 to 136 during 2007 – 2008 against the



prescribed limit of 60 µg/m3. RSPM levels in the city in the past years from 2006 to 2008 have been shown in Table 13-3.

Table 13-3 RSPM levels (Annual Average Concentration in µg/m3) in the city


2006 (µg/m3) 2007 (µg/m3) 2008

(µg/m3)Pologround (Industrial Area)

120 127 148 237


60 116 116 214


60 95 92 136


13.2.4 SPM Level

SPM level is high in Residential areas and medium in Industrial areas. At pologround,a large increase in SPM level can be observed from 2007 to 2008, i.e, 226 to 343 but lies within the prescribed limit of 360 µg/m3 for Industrial area. At Kothari market and Vijay Nagar, SPM level exceeds the prescribed limit of 140 µg/m3 for Commercial and Residential areas respectively. There is a huge increase of SPM level from 2007 to 2008 at both the locations. SPM levels in the city in the past years from 2006 to 2008 have been shown in the Table 13-4.

Table 13-4 SPM levels (Annual Average Concentration in µg/m3) in the city


2006 (µg/m3) 2007 (µg/m3) 2008

(µg/m3)Pologround (Industrial Area)

360 209 226 343


140 191 207 321


140 153 155 214

Source : Urban Environment Workbook

Various measures such as implementation of Bharat Stage-III norms etc have been taken to mitigate ambient RSPM and SPM levels but at the same time the number of vehicles have increased exponentially. The reason for high particulate matter levels may be emissions vehicles, engine gensets, small scale industries, biomass incineration, re-suspension of traffic dust, commercial and domestic use of fuels, etc.

Particulate matter is a mixture of many subclasses of pollutants that contain many different chemical species. The particle size is described by aerodynamic diameter. Aerodynamic diameter depends on particle density and is defined as the diameter of a particle with the same settling velocity as spherical particle with unit density i.e. 1 g/cm3. PM10 are the particles with upper size limited by a 50% cut at 10 μm aerodynamic diameter. They consist



of particles with a diameter up to 10 µm. PM10 can be formed by physical processes such as crushing, grinding and abrasion of surfaces.

The concentrations of Respirable Dust (PM10) and Total Suspended Particulate Matter (TSPM) have been determined at prominent locations in the city (shown in Table 13-5) and their values are found to exceed the permissible limits at most of the locations. The permissible limit for PM10 is 100 µg/m3 and for TSPM is 200 µg/m3. The concentrations of PM10 are low and below the permissible limit only in three locations in the city, viz. Khajrana chowk, Vijay Nagar chowk and CAT campus. Their concentrations are very high at four locations, viz. Kothari Market, Corporation Square, Rajwada and Subhash Statue.

Table 13-5 Concentrations of Particulate Matters at various locations in Indore

S. No. Location of Sampling Point PM10 (permissible value – 100 µg/m3)

TSPM (permissible value – 200 µg/m3)

1 Khajrana Chowki Khajrana Road 95.06 529.9 2 Vijay Nagar Chowki AB Rd. 90.65 610.13 3 Palasia Square AB Rd. 401.72 907.50 4 Chawni RNT Marg 322.34 1157.60 5 University Campus Khandwa Rd. 164.26 698.51 6 Marimata Square Sanver Rd. 130.87 992.18 7 Laxmibai Nagar Kila Maidan Rd. 249.99 1470.14 8 Kalani Nagar Aerodrum Rd. 194.28 1187.79 9 Sethi Gate Sudama Nagar Rd. 115.91 916.42

10 Chandan Nagar Dhar Rd. 649.92 1493.05 11 CAT Campus Rau Rd. 39.78 953.45 12 Gandhi Statue 709.19 886.70 13 Palika Square 193.78 605.32 14 Kothari Market 1496.26 775.20 15 Corporation Square 1472.09 806.87 16 Rajwada 3783.37 789.07 17 Subhash Statue 2476.24 847.41 18 Dhar Bus Stand 876.50 653.14 19 Bambai Bazar 569.49 672.65 20 Gurudwara Imli Saheb 389.29 658.79 21 Siyaganj Square 561.54 665.68 22 Patel Statue 824.83 661.69


13.3 Comprehensive Environmental Pollution Index (CEPI)

Comprehensive Environmental Pollution Index (CEPI) is a rational number used to characterize the environmental quality at a given location. The index encompasses various indicators used to analyse the prevailing environmental conditions, such as air, water and land. CEPI is presented in the alpha-numeric form stating the score along with the status of



Air, Water and Land environment in terms of subscript as critical/ severe/ normal. The CEPI score for Indore city is shown in Table 13-6.

Table 13-6 CEPI score for Indore along with status of Air, Water and Land

City Air Water Land CEPI

Indore 59.00 57.50 52.00 71.26

Source: Comprehensive Environmental Assessment of Industrial Clusters, CPCB 2009

The areas having aggregated CEPI scores of 70 and above are considered as critically polluted industrial clusters/ areas which is the case of Indore (71.26) whereas the areas having CEPI between 60-70 are considered as severely polluted areas. The city should be kept under surveillance and pollution control measures should be efficiently implemented. Detailed investigations are needed to establish the extent of damage and for the formulation of an appropriate remedial action plan.

13.4 Conclusion and recommendations:

The city falls under critically polluted areas and the problem of air pollution has become complex due to multiplicity and complexity of air polluting sources (e.g. industries, automobiles, generator sets, domestic fuel burning, road side dusts, construction activities, etc.) and increases at an alarming rate.

Amongst all the air pollutants surveyed, quantities of RSPM and SPM are relatively higher. Extremely high concentrations of Total Suspended Particulate Matter prevail at four prime locations in the city, hence these four locations form a part of emission sources that demand immediate action. There has been an escalation in the SO₂ and NO₂ levels since 2006. Mitigation measures and regular checks need to be adopted and implemented to combat a further increase in the levels of these pollutants.

• A cost-effective approach for improving air quality in polluted areas in the city should involve:

(i) Identification of emission sources (ii) Segregating these sources as per the type of pollutant emitted, to

facilitate the application of control measures (iii) Assessment of extent of contribution of these sources on the

surrounding environment (iv) Prioritizing the sources that need to be tackled (v) Evaluate various options for controlling the sources with regard to

feasibility and economic viability (vi) Formulation and implementation of most appropriate action plans.

• Source Apportionment Study, which is primarily based on measurements and tracking down the sources through receptor modeling, helps in identifying the



sources & extent of their contribution. The Auto Fuel Policy document of Government of India also recommends for carrying out Source Apportionment Study.

• Due to an eminent increase in the number of private vehicles on road, a corresponding increase in the air pollution levels has been observed as a result of the toxic gases emitted by these vehicles. Another significant measure to reduce these emissions would be to reduce the dependency on private modes of transport (motorized), by enhancing the public transport system of the city to facilitate accessibility and connectivity of people and goods all across the city.

• Surveillance of pollution source points at regular time intervals to check the efficiency of the control measures adopted.

• Demarcation of “Air Pollution Control Areas” where the establishment of any industrial plant is either prohibited or cannot be established without the sanction of the pollution board.

13.5 COMPARATIVE ANALYSIS OF URBAN TRANSPORT ENVIRONMENT

The guidelines and toolkit issued by MoUD for the preparation of CMP suggests the comparative analysis of Urban Transport environment with some average values. The comparative analysis can be used to diagnose mobility issues in any city. The comparative analysis has been done for Indore Urban Area to diagnose the existing transport condition and to identify urgent areas for improvement in the city (Table 13-7). The parameters considered in the comparative analysis of urban transport environment are congestion, walkability, city bus transport, safety, para transit etc.

The value obtained for congestion is 0.46 indicating lower average travel speeds during peak hour. Lower average travel speeds relates to exponential growth in traffic volumes giving way to excessive congestion. Various other reasons for low running speeds are the absence of accessible public transport system, unavailability of proper pedestrian facilities which has compelled the walkers to opt for private modes even for short distances.

The value obtained for the walkability indicates that the City lacks pedestrian friendly infrastructure such as footpaths, zebra crossing, foot over bridges etc. Even in places where the footpath exists, they transform into unusable spaces primarily due to encroachment, obstructions and deteriorated conditions of the foot path itself.

Safety indicator indicates high level of fatality rate. Prime reasons for this level of fatality rate indicator is lack of enforcement on the private vehicular traffic, poor engineering design of road carriageway/intersections, intermixing of local and through traffic due to absence of



a legitimate road hierarchy, pedestrian vehicular conflict due to absence of pedestrian friendly environment

Table 13-7 Comparative analysis of urban transport environment in Indore city

No Index Description Value Obtained

Average Value

Data Source

1 Congestion 1-(Average travel speed/30) 0.46 0.25 Speed and

Delay Survey

2 Walkability

(Total Footpath length/ Length of major roads in the city) * 0.5 +(rate estimated based on estimates of available pedestrian facilities) * 0.5

0.35 0.52

Road Network Inventory

Survey

3 City Bus Transport

Number of public and private buses per lakh population

14 14 ICTSL, Indore

4 Safety

(number of annual traffic accident deaths per lakh people) * 0.5 + (Number of fatalities per lakh people) * 0.5

9 0.1 Traffic Police,

Indore

5 Para Transit Number of para transit vehicles per lakh population (including Auto)

659 61 RTO, Indore

5 Para Transit Number of para transit vehicles per lakh population (excluding Auto)

55 61 RTO, Indore

The para transit indicator is extremely high than the average value representing the fact that the city has very good para transit connectivity which is wide spread and easily available to citizens. The Para transit system in Indore has become the indispensible mode of transport. Autorickshaw, Maruti Omni, Taxi have become imperative part of Para transit system. This also indicates towards poor PT system in the City. In the long run, measures need to be taken to shift the existing demand not only from private vehicles but also from IPT to a high grade of public transport.

13.6 CONCEPT OF BENCHMARKING

Benchmarking is well recognized as an important mechanism for introducing accountability in service delivery. It can help Urban Local Bodies (ULBs) and other agencies in identifying performance gaps and effective improvements through sharing of information and best practices, ultimately resulting in better services to the people. It provides

Common minimum framework for monitoring and reporting on service level benchmarks

Guidelines on how to operationalize this framework in a phased manner

Ministry of Urban Development (MOUD) has addressed institutional and operational aspects for ensuring long term sustainability of the benchmarking activity. Accordingly all JNNURM mission cities are advised to undertake the process of service level benchmarking. This



initiative will facilitate development of Performance Improvement Plans using information generated by the benchmarking exercise. It will address both, performance monitoring for internal decision making and reporting to higher levels of government and external stakeholders. It is important that the basic minimum standard set of performance benchmarks are commonly understood and used by all stakeholders. Depending on the specific needs of a city, performance parameters are defined and are specifically used to improve the quality of urban transport.

Typically, four levels of service (LOS) have been specified, viz. 1, 2, 3, and 4 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. The criterion for different LOS for different indicators mentioned in the Service Level Benchmark for Urban Transport toolkit issued by GoI, MoUD has been used as a reference manual.

Service level performance benchmarks have been identified for the following areas of intervention.

13.6.1 Public Transport

It indicates the city-wide level of services provided by public transport systems during peak hours. Public Transport systems include organized bus based systems. The following performance indicators have been established through primary field surveys and secondary data collection in the Study Area. The calculation of Level of service is based on different benchmarks as given in the toolkit by MOUD. Indicators to calculate city wide Level of Service of public transport facilities are given in the Table 13-8. Table 13-9 presents the level of service for public transport facilities.

Table 13-8 Indicators to calculate the city wide Level of Service of PT

Level of Service

1. Presence of Organised Public Transport System in Urban Area (%)

2.Extent of Supply Availability of

Public Transport

3.Service Coverage of

Public Transport In

the City

4. Average Waiting Time

for Public Transport

Users(Mins)

5. % of Fleet as per Urban Bus Specification

1 >=60 >=0.6 >=1 <=4 75-100 2 40-60 0.4-0.6 0.7-1 4-6.0 50-75 3 20-40 0.2-0.4 0.3-0.7 6-10.0 25-50 4 <20 <0.2 <0.3 >10 <=25

Organized Public Transport may be identified as that which is run by a company or SPV formulated specifically for the operation of public transport within the city or under concession agreement. The intercity bus services would not be included as part of urban public transport operations.



Table 13-9 Level of Service for public transport facilities

Nos Index Description Value Obtained/

Description LOS Data Source

1

Public Transport

Presence of Organized Public Transport System in Urban Area

34 3 ICTSL

2 Extent of supply - availability of public transport

13 2 ICTSL

3 service coverage of public transport in the city - bus route network density

0.67 3 ICTSL

4 Average Waiting time for intra city public transport users

9.7 mins 3 Public transport

user survey

5 % fleet as per urban bus specifications operating

33.99 3 ICTSL & RTO office

The calculated level of Service (LOS) of Public Transport facilities = (LOS1 + LOS2 + LOS3 + LOS4 + LOS5). The overall LOS of public transport facilities obtained is 14. From the overall LOS it can be concluded that the City has public transport system which needs considerable improvements in terms of supply of buses/ coaches and coverage as many parts of the city are not served by it. The frequency of the services available needs improvement.

13.6.2 Travel Speeds along Major Corridors

This level of service provides an indication of effective travel time or speed of Public or private vehicles by taking into account indications of congestion or traffic density. This average speed is along key corridors, and not indicative of overall average speed from origin to destination. The average speed is along key corridors and then aggregated for the city. The average travel speed is calculated for all through 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. Indicators to calculate city wide Level of Service of travel speeds along major corridors are given in the Table 13-10. Table 13-11 presents the level of service for travel speeds along major corridors.

Table 13-10 Level of Service of Travel Speeds along Major Corridors

Level of Service 1. Average Travel Speed of Personal Vehicles (kmph)

2. Average Travel Speed of Public Transport (kmph)

1 >=30 >=20 2 25-30 15-20 3 15-25 10-15.0 4 <15 <10



Table 13-11 Level of Service for travel speeds along major corridors

Nos Index Description Value Obtained/ Description

LOS Data Source

1 Travel Speeds

Average Travel speeds of personal vehicles

16.3 2 Speed and Delay Survey

2 Average Travel speeds of public transport

11.8 3 ICTSL

The calculated level of Service (LOS) of travel speeds along major corridors = (LOS1 + LOS2). The overall LOS of public transport facilities obtained is 5. From the overall LOS it can be concluded that significant approach delays and average travel speed of 1/3 the free flow speed or lower. Such conditions causing a combination of one or more reasons such as high signal density, extensive queuing at critical intersections and inappropriate signal timing.

13.6.3 Road Safety

Number and Level of fatality is an indication of road safety. Geometric design of the Road, available road infrastructure, traffic segregation and traffic management are some of the major reasons significantly contributing to road safety. Therefore fatality rate should be frequently monitored. The benchmark for the same is zero, as ideally fatalities and injuries should be brought down to nil. Indicators to calculate city wide Level of Service for road safety are given in the Table 13-12. Table 13-13 presents the level of service for road safety.

Table 13-12 Indicators to calculate the city wide Level of Service for road safety

Level of Service 1. Fatality Rate Per Lakh

Population 1 <=2 Persons 2 2- 4 Persons 3 4- 6 Persons 4 >6 Persons

Table 13-13 Level of Service for road safety

Nos Index Description Value Obtained/ Description

LOS Data Source

1 Safety Fatalities per lakh population

8 4 Traffic Police, Indore

The overall LOS of public transport facilities obtained is 4. From the overall LOS it can be concluded that Level of fatality rate in the city is very high.

13.6.4 Pollution Levels

This indicator 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). The pollution levels will be recorded for different areas in the city with varying traffic levels which will embrace the level of Sulphur di oxide, oxides of nitrogen, SPM and RSPM. Indicators to calculate city wide Level of Service for pollution levels are given in the Table 13-14. Table 13-15 presents the level of service for pollution levels.

Table 13-14 Indicators to calculate the city wide Level of Service for pollution levels

LEVEL OF SERVICE SO₂ Oxides of Nitrogen

SPM RSPM(less than 10

Microns) 1(LOW) 0-40 0-40 0-180 0-40 2(MODERATE) 40-80 40-80 180-360 40-80 3(HIGH) 80-120 80-120 360-540 80-120 4(CRTICAL) >120 >120 >540 >120 *AS PER CPCB GUIDELINES

Table 13-15 Level of Service for pollution levels

Nos Index Description Value Obtained for Commercial Area

LOS Data Source

1

Pollution Levels

SO2 12 1 Urban Environment

Workbook

2 Oxides of Nitrogen 23 1 Urban Environment

Workbook

3 SPM 321 2 Urban Environment

Workbook

4 RSPM (size less than 10 microns)

214 4

Urban Environment Workbook

The calculated level of Service (LOS) of Public Transport facilities = (LOS1 + LOS2 + LOS3 + LOS4). The overall LOS of public transport facilities obtained is 8. From the overall LOS it can be concluded that the Indore city needs some improvements in emission standards, checking pollution etc.

13.7 Conclusions The comparative analysis of urban transport environment does not paint a very healthy picture of the city. Out of 5 parameters, city transport environment has reached average value in one parameter (city bus transport) but it fairs miserably in 3 parameters namely safety, walkability and congestion. Evaluation of various parameters against the benchmarks established by MOUD for different cities revealed that for all the parameters the level of service range between 3 and 4 indicating requirement of serious efforts on the part of city agencies to improve the urban transport environment.

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Draft Final Report - Knowledge Management Centre for Urban … reports/CMP/Indore... · 2017-01-04 · The rapid growth of the City and with it the associated urban sprawl has drawn