Draft Final Report - Meerut

8/12/2019 Draft Final Report - Meerut

1/139

COMPREHENSIVE

MOBILITY

PLAN

MEERUT

DraftFinalReport

February 2012


2/139

ii ComprehensiveMobilityPlanforMeerut DraftFinalReport

Contents

ChapterOne: Introduction.....................................................................................................1

1.1 NeedforComprehensiveMobilityPlan.....................................................................................1

1.2 Scopeofstudy............................................................................................................................3

1.3 Studyarea..................................................................................................................................9

ChapterTwo: Meerutacityofopportunities............................................................10

2.1 Evolutionpast1970.................................................................................................................11

2.2 Economicbase,tradeandcommerce......................................................................................11

2.3 Populationandvehiculargrowth.............................................................................................13

2.4

Existing

land

use

system

..........................................................................................................

14

2.5 Conclusions..............................................................................................................................15

ChapterThree: Trafficandtransportation:characteristicsandissues............................16

3.1 Snapshots today.....................................................................................................................16

3.2 Existingroadnetwork..............................................................................................................17

3.2.1 Roadnetwork:characteristicsandissues.......................................................................17

3.3 Publictransport(PT)andIntermediatepublictransport(IPT)system....................................19

3.4

Roadtraffic

and

traffic

intersections

.......................................................................................

21

3.5 Nonmotorisedtransport.........................................................................................................22

3.6 Parking.....................................................................................................................................22

3.7 Freightmovement...................................................................................................................23

3.8 LevelofService........................................................................................................................24

3.9 Conclusionsandchallengesahead..........................................................................................24

ChapterFour: Traveldemandassessment.................................................................... 27

4.1 TransportModel......................................................................................................................27

4.2 ModelStructure.......................................................................................................................27

4.3 Studyareazoning.....................................................................................................................28

4.4 Networkdevelopment.............................................................................................................28

4.5 Tripgeneration........................................................................................................................31

4.6 Tripdistributionandmodalsplit.............................................................................................31

4.7 Tripassignment........................................................................................................................31

4.8

Baseyear

travel

(2011)

pattern

...............................................................................................

31


3/139

iii ComprehensiveMobilityPlanforMeerut DraftFinalReport

4.9 Modelvalidation......................................................................................................................32

4.10 Traveldemandforecasting..................................................................................................32

ChapterFive: Mobilityplan:visionsandstrategies......................................................34

5.1

Vision........................................................................................................................................

34

5.2 MobilityGoals..........................................................................................................................35

5.3 Objectives................................................................................................................................36

5.4 Mobilitystrategies...................................................................................................................37

5.5 Mobilitycorridorstrategy........................................................................................................38

5.5.1 Missinglinks....................................................................................................................38

5.5.2 Roadwidening.................................................................................................................39

5.6

Landuse

and

transport

strategy

..............................................................................................

39

5.7 Publictransportandintermediatepublictransport(IPT)systemstrategy.............................39

5.7.1 Highcapacitymasstransitsystemstrategy....................................................................40

5.8 Freightmanagementstrategy.................................................................................................42

5.9 Nonmotorisedtransportstrategy...........................................................................................42

5.10 Trafficmanagementstrategy..............................................................................................42

5.10.1 IntersectionRedesign..................................................................................................43

5.10.2 Installationoftrafficcontroldevices..........................................................................43

5.10.3 Trafficsignsandmarkings..........................................................................................43

5.10.4 Parkingmanagement.................................................................................................44

ChapterSix: MobilityPlan......................................................................................... 45

6.1 Mobilitycorridorplan..............................................................................................................45

6.1.1 Missinglinksandroadcapacityaugmentation..............................................................48

6.2 Publictransportplan................................................................................................................55

6.2.1

Public

transport

plan:

Phase

I

(2011

2016)

.....................................................................

56

6.2.2 Publictransportplan:PhaseII(20172022)....................................................................58

6.2.3 Publictransportplan:PhaseIII(20222031)...................................................................60

6.2.4 Busfleetexpansion..........................................................................................................62

6.2.5 Publictransportinfrastructure........................................................................................62

6.2.6 ShiftingofIntercityBusTerminals.................................................................................66

6.2.7 Intermediatepublictransportmanagementplan...........................................................70

6.3 Nonmotorisedtransportplan.................................................................................................73

6.4 Freightmanagementplan........................................................................................................78


4/139

iv ComprehensiveMobilityPlanforMeerut DraftFinalReport

6.4.1 Transshipmentpoints.....................................................................................................78

6.4.2 FreightTerminals(TransportNagar)..............................................................................79

6.4.3 IntegratedFreightComplex.............................................................................................79

6.5 Parkingmanagementplan.......................................................................................................84

6.5.1 Onstreetparking............................................................................................................84

6.5.2 Offstreetparking............................................................................................................85

6.5.3 Parkingpolicyframework...............................................................................................87

6.6 Nallahlinkcorridors.................................................................................................................89

6.7 Trafficengineeringmeasures..................................................................................................90

6.7.1 Trafficintersectionimprovement....................................................................................90

6.7.2 Onewaytrafficschemes.................................................................................................96

6.7.3

Areatraffic

control

systems

............................................................................................

99

6.8 Roadoverbridges...................................................................................................................99

ChapterSeven: Implementationprogramandcosting..................................................102

7.1 Phasingplan...........................................................................................................................102

7.2 Projectprioritisationandcosting...........................................................................................102

7.3 Fundingoptions.....................................................................................................................107

7.4 Alternativesourcesoffunding...............................................................................................108

ChapterEight: Institutionalframework....................................................................... 112

8.1 Introduction...........................................................................................................................112

8.2 Issueswiththepresentinstitutionalsetup...........................................................................114

8.3 Proposedinstitutionalframework.........................................................................................114

8.3.1 UnifiedMetropolitanTransportAuthority(UMTA)......................................................114

8.3.2 CitylevelUnifiedMetropolitanTransportAuthority.....................................................115

8.3.3

Broad

functions

of

city

level

UMTA

...............................................................................

115

8.4 ProposedstructureofUMTA.................................................................................................116

8.5 CompositionofUMTA............................................................................................................117

8.6 LegalbackingofUMTA..........................................................................................................117

8.7 Manpowerrequirementandstaffingplan............................................................................119

8.8 UrbanTransportFund(UTF)..................................................................................................119

8.9 Eligibilitycriteriaandapprovalmechanismfromthefund...................................................121

Chapter

Nine:

Environmental

and

Social

Impact

Assessment

......................................

122


5/139

v ComprehensiveMobilityPlanforMeerut DraftFinalReport

9.1 Nationallevelpolicyandlegalframework............................................................................122

9.2 Screeningandidentificationofimpacts................................................................................122

9.3 Locationimpacts....................................................................................................................125

9.4 Constructionimpacts.............................................................................................................126

9.5 Operationimpacts.................................................................................................................127

9.6 Socialimpact..........................................................................................................................128


6/139

vi ComprehensiveMobilityPlanforMeerut DraftFinalReport

ListofTables

Table21:ExistinglandusesystemforMeerutcity(2001)....................................................14

Table31: LevelofservicefortrafficandtransportationscenarioforMeerutcity...............24

Table4

1:

Base

year

travel

demand

for

Meerut

city

...............................................................

31

Table42:PopulationandemploymentprojectionsforMeerutcity......................................32

Table43:ComparisonoftravelcharacteristicsforMeerutcityundervariousscenarios.....32

Table44:V/Cratiosforbaseyearand2031under"donothing"scenario...........................33

Table51:Masstransitoptions...............................................................................................41

Table61:ProposalsforcreationofmissinglinksinPhaseI(20112016)..............................48

Table62:ProposalforroadcapacityaugmentationinPhaseI(20112016).........................49

Table63:ProposalsformissinglinksinPhaseII(20172021)................................................51

Table64:ProposalforroadcapacityaugmentationinPhaseII(20172021)........................51

Table65:ProposalsforroadcapacityaugmentationinPhaseIII(20222031).....................52

Table66:PublictransportplanforPhaseI(20112016)........................................................56

Table67:PublictransportplanforPhaseII(20172021).......................................................58

Table68:PublictransportplanforPhaseIII(20222031)......................................................60

69:Busfleetexpansioninvariousphases..............................................................................62

Table610:Publictransportinfrastructureplan.....................................................................62

Table611: Intercitybussterminalsplanforvariousphases................................................66

Table612:Proposedzoneboundariesforregulatingcyclerickshaws..................................71

Table613:NonmotorisedtransportinfrastructureplanforPhaseI(20112016)...............73

Table614:NonmotorisedtransportinfrastructureplanforPhaseII(20172021)..............74

Table615:NonmotorisedtransportinfrastructureplanforPhaseIII(20222031).............74

Table

6

16:

Freight

infrastructure

proposal

for

various

phases

..............................................

80

Table617:Proposedfarestructureslabsforonstreetparking............................................84

Table618: Proposednormsforparkinginresidentialareas.................................................87

Table71:ProjectcostandprioritisationforPhaseI(20112016).......................................103

Table72:ProjectcostandprioritisationforPhaseII(20172021)......................................104

Table73:ProjectcostandprioritisationforPhaseIII(20222031).....................................106

Table74:Totalprojectcostforallthreephases..................................................................107

Table9

1:

Environmental

impacts

of

important

projects

.....................................................

122


7/139

vii ComprehensiveMobilityPlanforMeerut DraftFinalReport

Table92:Socialimpactsofvariousprojects........................................................................128


8/139

viii ComprehensiveMobilityPlanforMeerut DraftFinalReport

ListofFigures

Figure11:Urbantransportproblemsincities,theirnaturalresponsesandtheneedforCMP

....................................................................................................................................................2

Figure1

1:

Methodology

for

CMP

.............................................................................................

8

Figure12:Studyarea................................................................................................................9

Figure21:PositionofMeerutinNCR.....................................................................................10

Figure22:EvolutionofMeerutcitypost1970.......................................................................12

Figure23:PopulationgrowthinMeerutcity.........................................................................13

Figure24:Growthinregisteredvehiclesinthecity...............................................................13

Figure25:ExistinglandusedistributionforMeerutcity(2001)............................................14

Figure 31: Congested stretches of Delhi road, Hapur road and Baghpat road at the

peripheryofcorearea.............................................................................................................16

Figure32:Existingroadnetworkofthestudyarea...............................................................18

Figure33:AbsenceofringroadinMeerutcity......................................................................19

Figure34:Passengeralightingfromacitybusinthemiddleofcarriageway........................20

Figure35:ExitingbusatBhainsalibusdepotcreatingcongestion........................................21

Figure36:EncroachmentcoveringamajorpartoftheOldHapurAddaintersection..........21

Figure37:HeavypedestrianvehicularconflictatBegumpulintersection............................22

Figure38:Percentageofgoodvehiclesintotaltrafficatoutercordonlocationsonvarious

roads........................................................................................................................................23

Figure39:ExistingTransportNagarinMeerutnearHRSChowk...........................................23

Figure41:Fourstagemodelstructure...................................................................................27

Figure42:Studyareatrafficanalysiszones(TAZ)..................................................................29

Figure

4

3:

Transit

network

for

base

year

...............................................................................

30

Figure44:Roadnetworkforbaseyear..................................................................................30

Figure51:MobilitycorridorstrategyforMeerutcity............................................................38

Figure52:LanduseandtransportstrategyforMeerutcity..................................................39

Figure 53: Public transport and intermediate public transport (IPT) system strategy for

Meerutcity...............................................................................................................................40

Figure54: FreightmanagementstrategyforMeerutcity.....................................................42

Figure6

1:

Mobility

Corridors

for

Meerut

city

........................................................................

46


9/139

ix ComprehensiveMobilityPlanforMeerut DraftFinalReport

Figure62:TypicalcrosssectionofamobilitycorridorwithROW40m................................47

Figure63:TypicalcrosssectionofamobilitycorridorwithROW30m................................47

Figure64:MobilityCorridorPlan PhaseI(20112016)........................................................50

Figure6

5:

Mobility

Corridor

Plan

Phase

II

(2017

2022)

......................................................

53

Figure66:Mobilitycorridorplan PhaseIII(20222031)......................................................54

Figure67:PublictransportplanforPhaseI(20112016)......................................................57

Figure68:PublictransportplanforPhaseII(20172021).....................................................59

Figure69:PublictransportplanforPhaseIII(20222031)....................................................61

Figure610:Publictransportinfrastructureplan:PhaseI(20112016)..................................63

Figure611:Publictransportinfrastructureplan:PhaseII(20172021).................................64

Figure6

12:

Public

transport

infrastructure

plan:

Phase

III

(2022

2031)

................................

65

613:Intercitybusterminalplan:PhaseI(20112016)..........................................................67

614:Intercitybusterminalplan:PhaseII(20172021).........................................................68

615:Intercitybusterminalplan:PhaseIII(20222031)........................................................69

Figure616:IPTmanagementplanforPhaseI(20112016)...................................................72

Figure617:Exampleofatgradefootpathwithpaverblock..................................................73

Figure618:NonmotorisedtransportinfrastructureplanforPhaseI(20112016)..............75

Figure619:NonmotorisedtransportinfrastructureplanforPhaseII(20172021).............76

Figure620:NonmotorisedtransportinfrastructureplanforPhaseIII(20222031)............77

Figure621:Freightmanagementplan:PhaseI(20112016).................................................81

Figure622:Freightmanagementplan:PhaseII(20172021)................................................82

Figure623:Freightmanagementplan:PhaseIII(20222031)...............................................83

Figure624:ProposedoffstreetparkingfacilitiesnearGhantaghar......................................86

Figure625: ProposedoffstreetparkingfacilitiesnearBegumpul........................................86

Figure626:ProposedpublictransportandNMTcorridorsonNallahs.................................90

Figure627:TrafficmanagementschemeforBegumpuljunction..........................................97

Figure628:OnewayschemesforBachhaParkjunction.......................................................98

Figure629:RoBPlanforPhaseI(20112016)......................................................................100

Figure630:RoBPlanforPhaseII(20172021).....................................................................101


10/139

1 ComprehensiveMobilityPlanforMeerut DraftFinalReport

WhatisaCMP?

It isa long term strategicdocumentwhichprovides the long termvisionand

objectivestoachievethedesirablemobilitypatternforthecityspopulaceina

sustainablemanner.

ACMPaddressesallthecomponentsofacitysurbantransportsystem:

1.PublicTransport

2.TrafficManagement&Engineering

3.NonMotorisedTransport

4.FreightMovement

5.Parking

Management

6.TravelDemandManagement

ChapterOne: Introduction

1.1 Needfor

Comprehensive

Mobility

Plan

Inherent to the development of cities has been the need and development of transport

systems which are necessary to make the goods and services (produced at a centre)

available to the end user, and in most cases, a wide range of end users. Thus, Mobility

(definedastheabilitytomove)andAccessibility(definedastheeasewithwhichaperson

canaccessaparticularservice)havebecometwocriticalfactorsforthegrowthofanurban

economy. While,theprovisionofagoodtransportsystemservesthe increasingdemands

formobility,

the

existence

of

an

efficient

land

use

and

transport

system

ensures

that

the

city

ismadeaccessibletoitsresidents.

Increased interaction between various land uses, on account of increasing levels of

urbanisation and economic growth, has led to an unprecedented increase in the need for

efficienttransferofpeopleandgoods.Thishasnecessitatedcitiestoplanforasystemthat

enables the interaction between various land uses in an efficient, safe and sustainable

manner.Thus,

there

is

a

need

for

avoiding

piece

meal

measures,

as

shown

in

Figure

1

1,

to

dealwithissuesofmobilityandgoingforaholisticapproachtosolvingmobilityproblemsof

cities.


11/139


Unplanned City ImproperLU&T System

Automobile

Usage

Urbanization

ImproperStreet Layout

HighProductionCosts

CONGESTION

Improper System forFreight and Logistics

Resort to InformalLogistic Systems Increase in

Goods Vehicles

Consum

ers

CityAuthoritiesPollution

Obstruction toRegionalMobility

Region

Urban

Environmen

t In

Tr

Inc

Bypass Roads

High Vehicular

Ownership

Absence of LandUse Controls

Figure11:Urbantransportproblemsincities,theirnaturalresponse


12/139


1.2 Scopeofstudy

The Scope of work for preparation of Comprehensive Mobility Plan for Meerut is given

below:

(i) Defineobjectivesofthemobilityplananddelineatetheplanningareaandhorizon

ofthemobilityplan.

(a)Task1: Delineationoftheplanningareaandtheplanninghorizon

(i) Delineation of planning boundary for mobility plan based on existing

planning and municipal area boundary and discussions with relevant

agencies.

(ii)Defining short, medium and long term planning horizons. The target

durationoftheCMPwouldbe20years,fromthebaseyearwithdefining

shorttermandmidtermtargetyearsrespectively.

(b)Task2: Defineobjectivesofthemobilityplan

Defineobjectivesofpreparationofmobilityplan.Theseobjectiveswouldaimat

addressing

following

aspects:

(i) To develop longterm strategy for the desirable city mobility pattern that

recognizesalltransportmodesandavoidsapiecemeal,reactiveapproachto

arisingproblems.

(ii) Improvement and promotion of public transport, NMVs and Pedestrians as

importanttransportmodes

(iii)

To

promote

integrated

land

use

and

transport

planning

(iv) To develop an urban transport strategy that is in line with the current

NationalUrbanTransportPolicy(NUTP)

(v) To ensure that the most appropriate, sustainable, and costeffective

investmentsaremadeinthetransportsector

(ii)Demandsupply gap analysis of transportation needs and related infrastructure

overthe

planning

horizon.


13/139


(a)Task3:Collectionofsecondaryinformationandprimarydata

(i) UMTC shall compile and update available relevant information from

variouspaststudiescarriedoutintheStudyArea.UMTCshallidentifythe

datagaps

and

additional

data

requirements.

(ii)Data on existing land use and land use plans would be collected and

presented, through a detailed review of existing development plans,

including the Master Plan and/or the City Development Plan (CDP). In

particular, new development areas that will affect transport demand in

theplanningareashouldbeinventoriedandsummarized.

(iii)The

secondary

data

required

for

the

development

of

study

will

be

collected from various sources primarily from the Government/planning

organizationsofthestudyarea.

(iv)The secondary data collected would be used in studying the past and

existinggrowthpattern,landuseplanofthecity&itssuburbs.Thedata

would also be used in projecting future growth patterns, land use

patternsandpossiblegrowthdirections.

(v) Incase,therearedatagapsorthesurveydataismorethan2yearsold,if

considered necessary in consultation with the client, fresh primary

surveys shall be carried out by UMTC. The Primary data would help in

analysis of travel and traffic characteristics of the city along with travel

patternofthecitypopulation.

(b)Task4:Traveldemandmodeling

The purpose of travel demand modeling is to project future travel demand in

order to estimate the likely consequences of several alternatives. The travel

demand forecasts will be carried out for different horizon years. The traffic

forecastwillbe fordifferentmodesand indifferentalternatescenariosandfor

differenttimeslabs.Transportdemandwillbeestimatedforbothpassengersas

wellasgoodstraffic.

(c) Task5:

Infrastructure

demand

supply

gap

analysis


14/139


Based on the information/data collected, and existing and projected travel

demand, requirements of transport related infrastructure needs would be

estimated.Onthebasisofroadandtransport infrastructure inventoryavailable

throughsecondary

data

and

primary

surveys,

a

gap

analysis

of

the

infrastructure

requirementsoverthehorizonyearwouldbeestimated.

(iii)Assessment of existing problems and issues for mobility of people and goods

withinthestudyarea.

(a)Task6:Analysisof existingtraffic/transportsituation

Based on the information/data collected, an analysis of the transport and

traffic

situation

would

be

carried

out,

identifying

urban

transport

characteristicsandissuesforthecity.Theexistingtransportrelatedproblems

andissueswouldbeclassifiedintofollowingheads:

NonMotorizedTransportincludingpedestrianmovement

Publictransportation

Intermediatepublictransport

Personalmotorizedtransport

Roadnetwork

Trafficintersections(bothatgradeandgradeseparated)

Parkingfacilities

Freightmovement

Multimodal

transport

options

including

Ropeway,

Waterway

etc

Trafficsignals,trafficsignage,lanemarking,streetfurniture

Passengerandfreightterminalsincludinglogistichubs

SafetyandOthers

(iv)Developurbanmobilityplan

(a)

Task

7:

Define

mobility

vision

and

goals


15/139


Definea longtermmobilityvisionforthecitythatwoulddefinethedesired

formoflongtermurbantransportsysteminthecity.

(b)Task8:Identifystrategiesandactionplanforachievingthemobilityvision

On the basis of the travel demand model, demandsupply gap analysis and

assessment of the existing traffic and transport situation, strategies and

actionplanwouldbe formulated forachievingthemobilityvisionand goals

setthereof.

(c) Task 9: Identification of projects and policy measures that the city

authoritieswouldneedtoimplementaspartofthemobilityplan

A

set

ofspecific

projects

and

policy

measures

would

be

identified

that

the

cityauthoritieswouldneedtoimplementaspartofthemobilityplan.These

projectsandpolicymeasurescouldbecategorizedintofollowingcategories:

(i) Publictransportimprovementplan

(ii)Roadnetworkdevelopmentplan

(iii)NMTfacilities

(iv)Mobilitymanagementmeasures

(v)Regulatoryandinstitutionalmeasures

(vi)Fiscalmeasures

(d)Task10:Prioritizationofprojects

The proposed projects/measures would be evaluated and prioritized based

on

the

implementation

time

period

and

priority

as

per

the

National

Urban

TransportPolicy.Allthemeasureswouldbeprioritizedintoimmediate,short,

mediumandlongtermmeasuresandblockcostestimatesshallbeprovided.

(v) Implementationprogram

(a)Task11:Stakeholderconsultations

To make the mobility plan a collaborative effort, workshops will be held to

solicit

the

comments

and

concerns

from

the

stakeholders

and

disseminate


16/139


thefindingsofthedraftmobilityplan.Inputfromthestakeholderworkshops

and meetings would provide input to the development of the mobility plan

on various aspects and issues of the transportation system. Public

involvementcan

also

give

guidance

to

the

outcome

of

the

mobility

plan.

Post

workshop the input from the stakeholders would be compiled and all

applicable comments and concerns would be addressed and included. The

mobilityplanwouldbeupdatedaccordingly.

(b)Task12:ImplementationPlan

An implementationprogramme includingpracticalproceduresto implement

the proposed measures, in terms of timeframe, financing options would be

prepared,identifyingkeyagenciesforimplementingtheproposedmeasures.

TheCMPwould identifyanumberofspecificprojectsthatneedtobetaken

up for implementation. Many of these projects can be taken up on a PPP

framework, but some would not be amenable to such an approach and

would need to be developed through funding from the Government. In the

CMP, UMTC would identify those projects that can be taken up on a PPP

format

and

projects

that

will

need

to

be

taken

up

through

Government

funding.

The methodology for the study gives due consideration to, study area

demographic and travel characteristics, project challenges and issues and

concernsofallprojectstakeholders.ThemethodologyforpreparingthisCMP

hasbeenformulatedafterestablishingtheneedforpreparingaCMP(referto

Figure11.


17/139


Figure11:MethodologyforCMP


18/139


1.3 Studyarea

ThestudyareaforpreparingtheComprehensiveMobilityPlanhasbeenchosenasthe

Meerut Development Area as delineated by the Meerut Master Plan for 2021, as

shown

in

Figure

12.

It

has

an

area

of

15590

ha

consisting

of

predominantly

the

MeerutMunicipalAreaandvillagesthatshallurbanizewithtime.Thecityareahada

populationof11.7lakhsin2001.

Figure12:Studyarea


19/139


Meerut continues to be a very

importantcentre intheregiontill

date and is the second largest

urban centre after Delhi in the

NationalCapitalRegion.

ChapterTwo: Meerutacityofopportunities

Meerutoccupiesageometriccentre in itsregionwhichfurtheraccentuates its importance

in the latter. The excellent location and proximity to Delhi, as shown in Figure 21,

connectivityandotherfactorshavemadeMeerutanurbancentresincehistorictimesthat

continues to attract growth. Realising the regional importance of Meerut, NCR Planning

Board had proposed decentralization of administrative offices in Delhi by shifting them to

MeerutintheNCRPlan1991andsubsequentlyNCRPlan2021.Although,thiscouldnotsee

the lightoftheday,theregionalsignificanceof Meerut,whichwastheprinciplerationale

behind the proposal, remains undeniable. Meerut is the biggest centre of smallscale

IndustriesinUttarPradesh.

Figure21:PositionofMeerutinNCR


20/139


Meerut is Uttar Pradeshs biggest centre of smallscale industries with 82% of the

workersbeingemployedinitasagainst11%incottageindustries,6.5%inmediumand

largescaleindustries.

2.1 Evolutionpast1970

Post Independence, the city of Meerut began to grow in all directions. New settlements

sprangupmajorlyalongtheMeerutDelhi,MeerutHapurandMeerutRoorkeecorridors.UP

Housingand

Development

Council

and

Meerut

Development

Authority

started

developing

residentialandindustrialareasinvariousouterpartsofthecity.Withthefinancialsupport

fromtheNCRPlanningBoard,thisprocessgainedpaceandthisledtoinmigrationfromthe

core city area and outer regions to these newly developed area of Meerut city. However,

while the three decades saw a lot of planned development, a lot of uncontrolled and

unplanneddevelopmentalsohappenedsimultaneously.Thethreecorridors,nowthethree

Highways passing through Meerut, remain the major corridors along which settlements

havenaturally

developed.

The

evolution

of

the

city

post

1970

is

shown

in

Figure

2

2.

2.2 Economicbase,tradeandcommerce

TheregionallocationandfertilelandofMeeruthashelpedinthedevelopmentofastrong

economic base in Meerut. Traditionally, gold ornaments, sports apparels, scissors, lighting

andmintingactivities,clothandengineeringgoodshaveformedthecoreoftheeconomic

base of Meerut. These small scale industries are scattered all over the city. Meerut is an

importantcommercial

centre

of

western

UP

that

caters

to

the

needs

of

local

urban

as

well

asregionalpopulationthroughwholesalemarketsoffood,clothing,fruitsandvegetables.

Despite relocation of a lot of wholesale markets from the inner core area to outer ones,

many remain such as Ghantaghar, Valley Bazaar, Sarrafa Market, Budhana Gate, Lala ka

Bazaar, Subhash Bazaar and Khandak. Due to a lack of provision of planned commercial

areas and the dynamics of urban development, commercial areas have mostly developed

onlyalongtheroads.Withincreasingdemandforcommercialactivities,encroachmentson

major roads as well as tendencies of illegal conversion of residential areas to commercial

use are increasing.


21/139


Figure22:EvolutionofMeerutcitypost1970


22/139


2.3 Populationandvehiculargrowth

As explained above in the previous section, the major thrust on development happened

during the period 19711991. As a result of this, Meerut witnessed a decadal population

growthrate

of

44%

and

58%

for

the

periods

1971

1981

and

1981

1991

respectively,

against

amodest26%during19611971,asshowninFigure23.However,duringtheperiod1991

2001,thepopulationgrowthwitnessedadeclineandwasat37%,onlyslightlyhigherthan

thenationalaverageof36%.Thiscanbeattributedtotheriseinsmalltownsinandaround

Meerut city and the increase in housing options spurred by the development of NOIDA,

GreaterNOIDAandGhaziabad.

Thetotalregisteredvehicles inMeerutcitybetweentheperiod20012005havegrownby

33%duringtheperiodof5years;thegrowthinregistered2Wheelershavinggrownby45%

andtheregistered4Wheelershavinggrownby52%,asshown inFigure24.Eventhough

thepercapitaprivatevehicularownershipremains low(124vehicle/1000population),the

AAGRforprivatevehicularownershipisalmost10%which isquitehighandthuswarrants

theneedforeffectivemeasurestodiscouragecarusageinthelongrun.

0

2

4

6

8

10

12

14

1971 1981 1991 2001

Population(inlakhs)

Figure23:PopulationgrowthinMeerutcity

050000

100000

150000

200000

250000

300000

2001 2002 2003 2004 2005

TotalRegisteredVehicles

RegisteredPrivateVehicles(4W+2W)

Figure24:Growthinregisteredvehiclesinthecity


23/139


2.4 Existinglandusesystem

ThelandusedistributionproposedforMeerutDevelopmentAreaundertheMasterPlanfor

Meerut2001isgivenunderTable21andFigure25.

Table21:ExistinglandusesystemforMeerutcity(2001)

S.

No.LandUse Area(inHa) Percentage

1) Villageresidential 941 7%

2) Existingbuiltup 1178 8%

3) Residential 4662 33%

4) Commercial 368 3%

5) Public&semipublicfacilities 732 5%

6) Offices

303

2%

7) Industries 1292 9%

8) Transport 1374 10%

9) Recreationandopenareas 2358 16%

10) Burialgrounds 45 0.1%

11) Sewage 966 7%

12) Agricultural

TOTAL 14223 100%

Figure25:ExistinglandusedistributionforMeerutcity(2001)


24/139


2.5 Conclusions

Thegeographical locationofMeerutmakes itavery importanturbancentre intheregion,

withtheimportancesettogrowinthecomingdecadeswithhousingdemandlikelytogoup

aftervarious

proposals

for

connecting

Meerut

with

Delhi

in

the

form

of

an

expressway

and

a

Rapid Rail Transit System (RRTS) are implemented on ground. This increase in housing

demandshallsetthetoneforthesprawlofthecity.Thisshallserveasavitalopportunityto

properlydeveloptheouterareasofthecityandallowoutmigrationofthepopulationand

activities from the inner areas. However, this shall require a comprehensive planning for

provisionofurbaninfrastructureandthetransportsystemtoaddresstherelevantconcerns.

Thisreportshallserveasaguidingdocumentforthenecessarystepstobetakeninrespect

ofpromoting

sustainable

forms

of

transport

for

the

city

in

the

future.


25/139


Thedynamicsofurbandevelopmenthasresulted ina lotofmixed landusegetting

developedalongmajorroads,esp.thethreemajorNationalHighwaysandthecore

cityarea(referFigure31).Thishasinevitablyledtoencroachmentsduetoinformal

activitiesandparkingintheseareasresultingintocongestion.Whilefreeingthecore

city of this congestion becomes a priority by its own accord, relieving the major

movementcorridors

from

congestion

becomes

important

also

because

they

cater

to

regionaltrafficaswellatpresent.

Small scale industries contribute largely to the local urban economy and their

spatiallydispersednatureisalsoamajorcauseforproblems intheurbantransport

system.

PerCapitaTripRate:0.9

PersonalizedModeShare:58%

PTModeShare:9%

AverageTripLength(PV):5.9km

AverageTripLength(PT):7.5km

ChapterThree:Traffic and transportation:

characteristicsandissues

3.1 Snapshots- today

Figure31:CongestedstretchesofDelhiroad,Hapurroadand

Baghpatroadattheperipheryofcorearea


26/139


3.2 Existingroadnetwork

AspertheMasterPlanfor2021,thefollowingtypesofroadsarepresentinMeerutcity:

Regional

roads:

These

include

NH

58

(Delhi

Ghaziabad

Meerut

Haridwar

BadrinathManaPass),NH119(MeerutNajibabadPauri),SH14(GarhMeerut

Baghpat Sonipat), SH 18 (Meerut Badaun), and SH 82 (Meerut Sardhana

Karnal).

Majorurbanroads/arterialroads: These include the roadsbetweenGhantaghar

IndiraChowk,HapurAddaChauraha LisarhiGate,ShardaMarg,RailwayMarg,etc.

They cater to the intracity traffic and link various activities within the city.

Commercialareas

abut

these

roads

leading

to

on

street

parking

that

causes

traffic

snarls.

Localand internalroads: Local roads in the inner core areas and newly developed

unplannedareasofMeeruthaveverylesswidth.Theyarealsousedbyalotofslow

movingvehicleswhichaddstothecongestion.

TheexistingroadnetworkisindicatedinFigure32.

3.2.1 Roadnetwork:

characteristics

and

issues

BasedontheresultsofaRoadInventorysurveycarriedoutonallmajorstretchesofroadsin

Meerutcity(foratotalofabout232kms),thefollowingmajorcharacteristicsoftheexisting

roadnetworkcanbededuced:

Aboutonethirdofthetotal(68.55kms)hasdividedcarriageway,whileabout70%of

thestretches(163km)hasundividedcarriageway.

Majorityofroadstretchesinthecityare24lane(69%),whileabout21%roadshave

lessthan2lanes,whileabout10%roadstretcheshaveabout46lanes.

MajorityofroadstretchesinthecityhaveROWlessthan15m(60%),whileonly17

%roadshaveROWmorethan20m.

Footpathisabsentonalmost94%ofroadstretchesinthecity.


27/139


Figure32:Existingroadnetworkofthestudyarea


28/139


Almost18%oftrafficenteringthecityisthroughtraffic.

LessROWandmoreoverencroachmentsoncarriagewaywhichisundividedinmost

partsofthecityleadstoslowspeedsandhigherpossibilityofaccidents.

Absence

of

a

ring

road

connecting

all

the

8

radial

roads

coming

from

outside

and

passing through Meerut city creates bottlenecks in the central area, where the

regionalaswellaslocaltrafficconverges.ThishasbeenshowninFigure33.

3.3 Publictransport(PT)andIntermediatepublictransport(IPT)system

Public Transport system exists in the form of Meerut City Transport Services Ltd.

whichpresentlyhasatotalfleetof119buses(10beinglowfloor,40minibuses,and

remaining69beingordinarybuses)runningon18routesinthecity.

Thefrequencyofbusesinthepeakhourvariesfrom10minto15minutes,whilein

thenonpeakhouritvariesfrom15minto20minutes.

Figure33:AbsenceofringroadinMeerutcity


29/139


The buses are sheltered in a terminalcum

depot at Sohrab Gate which also caters to

intercitybusesgoingtoGarhmukteshwar.

Busqueue

shelters

and

bus

box

markings

on

carriagewayarealmostabsentinthecity,as

a result of which the buses tend to stop

erratically on roads depending on

passengers demand for boardingalighting

(referFigure34).Thishinderssmoothtrafficmovementandalsocreatespotential

foraccidents.

TheSohrab

Gate

terminal

does

not

have

fully

developed

facilities

for

maintenance

of

buses and the facility itself is not fully dedicated to the city bus system. This has

resultedinpoorupkeepofbuseswhichisdetrimentalfortheirlifeinthelongrun.

Cyclerickshaws&sharedautorickshawstogetheraccountforabout31%ofallpeak

hourtripsandformthe lifelineofMeerutscitytransportsystem,especially inthe

innerareas.

Whilethereisnoavailablestatisticsonthenumberofrickshawsandcyclerickshaws

in the city, there appears to be an excess supply of IPT modes, which is non

responsive to demand (which is evident in the form of ubiquitous vacant standing

cycle and autorickshaws) and there is absence of any system for parking and

management for the same. This coupled with haphazard movement of rickshaws

createsproblemsforsmoothmovementoftrafficonthestreets.

Lack of any access control, in the form of local roads opening into service roads

instead

of

the

main

arterial

or

regional

road,

chokes

the

city

network.

2intercitybusterminalcumdepotsarelocatedintheinnercityareawhichcaterto

passengers travelling to Delhi, Garhmukteshwar, Kotdwaar, Roorkee, Baghpat,

Sonepat,HaridwarandDehradun.TheseareBhainsalibusdepotnearBegumpulon

DelhiroadandSohrabgatebusdepotonGarhroad.

The level of passenger amenities and infrastructure in terms of waiting areas,

boardingalighting bays, passenger information system, public conveniences, etc. is

verylow

in

these

two

terminals.

Figure 34: Passenger alighting from a city bus in

themiddleofcarriageway


30/139


Entryandexitofbusesfromthesetwo

terminals happens straight onto the

main arterial road, Delhi road in case

ofBhainsali

bus

depot

(refer

Figure

3

5) and Garh road in case of Sohrab

gate bus depot, creates hindrance to

the movement of other traffic

resultinginbottlenecks.

3.4 Roadtraffic

and

traffic

intersections

Speed and Delay surveys show the average journey

speed inside the core city area to be about 7.2 kmph

while it ishigher intheoutercityareaataround12.8

kmph.

V/C ratios for various stretches of roads show that

congestion is occurring not just due to high traffic

volume but also on account of encroachment due to

informalactivity,suchasamaximumof1.52onDelhi

roadand1.74onHapurroad.Mixedlanduseandhigh

volumeofcyclerickshaws&autorickshawsalongthe

roadsarealsoresponsibleforslowingdownthetraffic

flow.

Traffic intersections at Begumpul, HRS Chowk, Old

Hapur Adda outside the core city and Ghantaghar

inside thecorecity area are facingacritical situationdueto high volumeoftraffic

(e.g.,Begumpulhaving6063PCUs,OldHapurAddahaving11323PCUsduringpeak

hour)impropergeometricsandencroachment(referFigure36).

Figure35:ExitingbusatBhainsalibusdepotcreatingcongestion

Figure36:Encroachmentcoveringamajorpart

oftheOldHapurAddaintersection


31/139


3.5 Non-motorisedtransport

Nonmotorisedtrips(cycleandwalk)accountforalmost66%ofoveralltripswithin

thecity.

Supporting

infrastructure

for

NMT

is

very

negligible: no dedicated or segregated lanes

forbicycle,footpathabsentonalmost95%of

major road stretches and no safe pedestrian

crossing facilities at major intersections such

asBegumpulandOldHapurAdda.

Pedestrianvehicular conflict at intersections

is very high at certain intersections as

indicatedbythePV2value,suchasBegumpul

(5.1)(referFigure37),BachhaPark(4.4)andOldHapurAdda(4.6).

LackofNMT infrastructure inthecity increases levelsofaccidentsandalsohinders

movementofnormalmotorisedtraffic.

3.6 Parking

Thereisheavydemandforparkinginthecorecityarea,especiallyaroundBegumpul,

(on Abu lane, Delhi road & Hapur road), Bachha Park, Ghantaghar and Old Hapur

Addaintersections.

Parking happens almost entirely on the roads, with sufficiently high parking

accumulation in peak hours on certain road stretches such as Begumpul to Ganga

Plaza on Hapur road (139 ECS), Begumpul to Hotel Naveen on Abu lane (113 ECS)

andHotelNaveencrossingtoSt.Josephsschool(116ECS).

Absenceofoffstreetparkingfacilitiesneartheabovementioned locations leadsto

encroachment of the carriageway by onstreet parking, which further adds to the

congestionintheseareas.

Absence of a proper levy of parking fee for onstreet parking (except for few

locationssuchasAbulane)encouragesgrowthindemandforparking.

Figure 37: Heavy pedestrianvehicular conflict at

Begumpulintersection


32/139


3.7 Freightmovement

FreighttrafficO/Ddataatoutercordonlocationsindicatethatalmost19%ofgoods

vehicles are bound for places outside Meerut. In the absence of a complete ring

road,

these

vehicles

have

to

enter

the

city

and

negotiate,

and

in

turn

hinder,

the

localtraffic.

Atotaltrafficofabout30,400goodsvehiclesaregeneratedfromwithinordestined

toplacesinMeerut.Thegeneratedtrafficalongwithbypassingtrafficaccountsfora

similar volume of about 29,500 goods vehicles. Percentage of good vehicles in

overall traffic entering and exiting Meerut is maximum on Roorkee Road, Hapur

Road,BaghpatRoadandDelhiRoadasindicatedinFigure38.

There is an existing freight terminal

(Transport Nagar) near HRS Chowk.

The terminal is vastly unorganised

(refer Figure 39) and the availability

ofnecessary infrastructure isminimal,

in terms of facilities for storage of

perishable and nonperishable goods,

equipment storage and maintenance,

sortingandassemblyofload,demarcationofloadingunloadinghaltingareas,public

convenienceandrefreshmentfacilitiesforoperators,etc.

05

101520253035

%ofgoodsvehiclesintotaltrafficatvariousoutercordonlocations %ofgoodsvehicles

intotaltraffic

Figure38:Percentageofgoodvehiclesintotaltrafficatoutercordonlocationson

variousroads

Figure39:ExistingTransportNagarinMeerutnearHRS

Chowk


33/139


Lackofinfrastructureapart,thelocationofthisfreightterminalattheintersectionof

BaghpatroadandDelhiroadnearHRSChowkresultsinentryofgoodsvehiclesinto

thecitywhichhindersthemovementofothertraffic.

3.8 LevelofService

The existing Level of Service (LOS) of the overall traffic and transportation scenario of

Meeruthasbeencalculatedonthebasisofvariousparameters,asshowninTable31.LOS

isameasureofservice interms ofrankingthehigherthevalueofLOS,the lower isthe

qualityandviceversa.Fromthetable,itisevidentthattheexistinglevelofserviceispoor

foralmostallaspects,especiallyintermsofprovisionofparkingandNMTfacilities.Thecity

scoreswellonthelanduseintegrationaspectonaccountofthefactthattheinnercityarea

accommodates a lot of activities as well as housing within itself and that development in

outerareasisbeinggovernedunderaMasterPlan.

Table31: LevelofservicefortrafficandtransportationscenarioforMeerutcity

OverallLevelofService(LOS)

S.No. Indicators LOS Existing

1. Overallpublictransportfacilitiescitywide 3

2. Overallpedestrian

infrastructure

facilities

4

3. OverallNMTfacilities 4

4. LevelofusageofITSfacilities 4

5. Travelspeedalongmajorcorridors 3

6. Availabilityofparkingspaces 4

7. Roadsafety 4

8. Pollutionlevels 3

9. Landuse

transport

integration

2

10. Financialsustainabilityofpublictransport 3

3.9 Conclusionsandchallengesahead

The following major conclusions can be drawn from the analysis of various aspects of the

existingtrafficandtransportationscenarioforthecity:


34/139


There isan imminentneedtocompletethe innerringroadnetworkforthecityto

allowthroughtraffictobypassthecityaswellaspreventcrisscrossingofintracity

movement through the city centre (Begumpul area). It is equally necessary to

remove

encroachments,

both

temporary

and

permanent

from

the

roads

through

enforcementtoallowbettermovementoftraffic.

Thepublictransportsystem,intheformofcitybussystem,needstobeaugmented

andprovidedadequateprotectionintermsofpatronagefromtheotherIPTmodes

andminibusestoensuretheviabilityofthesystem.

The intercitybusterminalsneedtobeshiftedoutofthecitytorelievethetraffic

loadonroadsintheinnerandcentralareasofthecity.

Thetraffic

intersections

in

the

city

need

to

be

freed

from

encroachment

and

need

to be signalised (or their signals restored where applicable). Various design

interventionsneedtobedonewhereverneeded.

Facilities for safe movement and crossing of pedestrians needs to be provided on

themajorroadsandintersectionsinthecity.

TheparkingsituationintheinnerareasofthecitynearBegumpulandGhantagharis

in a critical situation and is also affecting the overall traffic situation to a major

extent.

There is a need to develop freight terminals outside the city with adequate

infrastructure.

While the present issues are very important to be addressed, its important that the

solutions proposed take into account the future challenges for the city, which can be

summarisedasfollows:

The core area is presently saturated in terms of population, activities and traffic.

With time, the population shall shift to outer areas of the city. It is pertinent to

control the future growth of population in these areas and provide for necessary

meansofaccessibilitytothem.Fore.g.,theDelhiroadbyepasshaswitnessedavery

healthygrowthinresidentialandinstitutionalareasinthepastfewyearsalongside,

in linewiththeprovisionsoftheMasterPlan for2021.However, it isnecessaryto

checkfor

encroachments

along

this

road

stretch

by

such

development

which

over


35/139


time shall become difficult to remove and eventually the road shall assume the

characterofpresentinnerroadsofthecitywiththebuildingfaadeextendingupto

thecarriageway.

Growthof

work

centres

in

areas

such

as

Daurala,

as

proposed

in

the

Master

Plan

for

2021,needstobeadequatelysupportedbyresidentialgrowthintheadjoiningareas

which otherwise shall establish a system of crosscommuting from other areas to

thoseworkcentres.

While the Delhi road byepass partly caters to the bypassing traffic of the city, its

utility shall increase once the entire ring road is complete. However, a few years

afterthattheloadonthisparticularstretchoftheinnerringroadshallincreaseand

withanticipated

development

(as

per

the

Master

Plan

for

2021)

on

the

western

part

of the city, it will become important to plan and construct an outer ring road,

startingfromtheeasternsidetorelievethetrafficloadontheDelhiroadbyepass.

Transportcorridorsandnodesoftendrivegrowth innewareasandhencetheywill

needtobesuitablylocatedanddevelopedtoincentivisethefuturegrowthofareas

inthewesternpartofthecity.Developmentoftransportandtransitcorridorsand

nodes shall promote growth of other social and physical infrastructure and in turn

promoteoutmigrationofthepopulationfromtheinnerareaswithtime.


36/139


ChapterFour: Traveldemandassessment

4.1 TransportModel

To

appreciate

and

understand

the

base

year

travel

demand

of

the

study

area

and

to

estimatethetraveldemandforthehorizonyear,anurbantransportmodelwasdeveloped

byusingCUBE 5.Basedonthetravel demandmodel,various transportdemandsituation

scenario along with proposed interventions and recommendations have been developed.

Theprocessofdevelopingthetransportmodelisdiscussedinthesubsequentsections.

4.2 ModelStructure

ThemodelisbasedonaconventionalFourStageTransportModelapproach(refertofigure

41).Itincludes:

TripGenerationcalculatingthenumberoforiginsanddestinationsforeachzone

TripDistributionattachingtheoriginsanddestinationsforcompletetrips

ModeChoicedeterminingthemodeforeachtrip(Twowheeler,Car,Auto,Public

Transport)

Assignmentassigningpassengerstotheirrespectivehighwayandtransitnetworks

Figure41:Fourstagemodelstructure


37/139


4.3 Studyareazoning

The study area has been divided into smaller areas called Traffic Analysis Zone (TAZ) for

analysis. Aspertheguidelinesofzoning,thestudyareahasbeendividedinto135internal

zones

and

9

external

zones.

Figure

42

shows

the

details

of

TAZ

with

zone

number.

The

broadbreakupofTAZisgivenbelow:

Meerut MunicipalLimit: 80(MunicipalWards)

Grouped Internal Zones: 54 (clubbing the villages outside the Municipal

limitwithintheDevelopmentarea)

Cantonment: 1

ExternalZones: 9

InternalZones:135

TotalNo.ofZones:144

The zonal parameters such as population, employment are given in Annexure 3. The

requiredzonalparameters(attributes)areattachedtotheTAZmapforanalysis.

4.4 Networkdevelopment

Transportnetworkdevelopedforthemodelcomprisesoffollowingtwocomponents:

Highway Network: The coded highway network for the study area represents the nodes

(intersections) and links between them. Connectivity between the network and zones is

providedthroughcentroidconnectors.Basedonthenetworkinventory,eachlinkhasbeen

assigned attributes such as: number of lanes; divided or undivided carriageway;

encroachments; availability of footpaths etc. Identified road network for the city area is

giveninFigure43.

Transit Network: The transit network shows the transport nodes and stops. The transit

networkisattachedwithtransitrouteinformationsuchasroutelength,origin destination,

headways, capacity etc. Similarly the shared auto transport system network and its

attributesweredovetailedwiththetransitnetwork.Figure44showsthebaseyeartransit

network.


38/139


Figure42:Studyareatrafficanalysiszones(TAZ)


39/139


Figure44:Roadnetworkforbaseyear

Figure43:Transitnetworkforbaseyear


40/139


4.5 Tripgeneration

Theobjectiveofatripgenerationmodelistoforecastthenumberofpersontripsthatwill

begin fromorend ineachTAZ. In the present study, populationandemploymentofeach

zoneare

used

to

predict

the

Production

and

Attraction

trips

from/to

each

zone.

4.6 Tripdistributionandmodalsplit

Trip Distribution and Modal Split phase were carried outjointly using a combined mode

choicecumdoublyconstrainedgravitymodeloftheform.DetailsaregiveninAnnexure2.

4.7 Tripassignment

Traffic assignment is the stage in the transport planning process wherein the trip

interchangesare

allocated

to

different

parts

of

the

network

forming

the

transport

system.

Highway Assignment Userequilibrium multimodal assignment procedure

basedongeneralisedcostwasusedforassignmenthighwaytraffic.

Transit Assignment Stochastic user equilibrium method, a multipath

assignment considering number of transfers, nontransit and invehicle cost,

boardingandtransferpenalties,andfares,etc.hasbeenperformedforTransit

assignment.

4.8 Baseyeartravel(2011)pattern

Thebaseyeartripmatriceshavebeendevelopedusingthedataextractedfromhousehold

surveysandroadsideinterviewsurvey.Thetripmatricesthusderivedwerethencompared

withthepassengertripratesforthestudyarea.Thetrafficcharacteristicsofthestudyarea

is identified in terms of average network speed, average trip length volume to capacity

ratio, vehicle distance travelled, total passenger hours, etc. The results of the travel

demandestimationforbaseyearandtriprateanalysisissummarisedinthetable41.

Table41:BaseyeartraveldemandforMeerutcity

S.No. Mode Trips Percentage

1 TWPassenger 44120 45%

2 CarPassengers 12216 12%

3 AutoPassenger 33065 34%

4

PublicTransit

Passenger

8614

9%


41/139


4.9 Modelvalidation

Baseyearmodewisematricesdevelopedwerethenassignedtothenetwork.Theassigned

volumeonthenetworkwascomparedwiththeobservedvolumeonthescreen line.Since

thevariation

was

low

with

+

15%.

The

model

parameters

are

found

acceptable

for

further

application.

4.10Traveldemandforecasting

Thetraveldemandmodeldeveloped inthisstudy isusedtoestimateorprojectthetravel

demand for the horizon year in 2016, 2021 and 2031 under respective landuse and

transportnetworkscenarios.Theprojectedpopulationandemploymentareshownintable

42.Thesevaluesofpopulationandemploymentwerefurtherusedtoestimatetripsinthe

correspondinghorizonyears.Basedontheestimatedtrips,fivedifferentscenariosoftravel

demandpatternhavebeenassessedforthestudyarea.Table43showsthevarioustravel

demandpatternofMeerutcityfordifferentscenarios.

Table42:PopulationandemploymentprojectionsforMeerutcity

Projections 2011 2016 2021 2031

Population 21,92,151 2707149 3222146 4105178

Employment 9,67,017 1192048 1414784 2084734

Table43:ComparisonoftravelcharacteristicsforMeerutcityundervariousscenarios

Scenario Privatevehicleshare(%) IPTShare(%) PTShare(%)

BaseYear 57 34 9

DoNothing2031 68 30 2

Mobilityplaninterventions2031 52 20 28

Basedontraveldemandmodelprojection, indonothingscenario,thevalueofV/Cratio

shows that most of the major roads in Meerut city will be below the standard level of

serviceby2031(refertotable44)


42/139


Table44:V/Cratiosforbaseyearand2031under"donothing"scenario

Inthesubsequentchapters,thetraveldemandanalysiswasused,dovetailingvariouspolicy

interventionsandstrategiestoarriveattheoptimumsolutionforsustainabletransportation

system.

S.

No.Nameoftheroad V/Cforbaseyear

V/Cin1931underdo

nothingscenario

1 Baghpatroad 1.24 2.81

2 Delhiroad 1.52 3.83

3 Hapurroad 1.74 2.55

4 Badautroad 0.84 1.73

5 JaliKothiroad 1.91 2.29

6 Railwaystationroad 1.14 2.26

7 Sardhanaroad 1.25 2.85

8

RoorkeeRoad

1.61

3.40

9 GarhRoad 1.47 2.74

10 Delhiroadbyepass 0.7 2.71

11 Parikshitgarhroad 1.12 2.24


43/139


ChapterFive: Mobility plan: visions and

strategies

5.1 Vision

TheVisionforMeerutcityisdefinedbelow:

To make easy, affordable and faster

accessibilityabasicelementof thecitys

urbancharacter.

MobilityPlanneedsto

Ensure excellent regional

connectivity of the city while

simultaneously reducing the

unnecessary impact of regional

through traffic on the citys

infrastructure.

Ensure decongestion of the core

cityareaovertime

Ensure efficient connectivity of

futuregrowthareasofthecitywith

the existing parts of the city and

regionallinks.


44/139


5.2 MobilityGoals

In order to ensure that mobility solutions for Meerut are sustainable, the following goals

havebeenformulated:

Goal1:Freeflowingcity

Promotingwalkingandcycling

Promotingpublictransport

Promotinglesscardependentlifestylesthroughnewsolutions.

Providingsuitableparkingpolicy

Goal2:Smarterurbantransport

Betterinformationforbettermobility

Availabilityofuserfriendly,adequateandinteroperablemultimodaltrip

informationforplanningajourney.

Decongestthecoreareasofthecitytoimprovequalityoflife.

Goal3:Accessibleurbantransport

Collectivetransportmeetingcitizensneeds

Innovativesolutionsandappropriateskills

Promotelesscostlycollectivetransportsolutions

Balancedcoordinationoflanduseandanintegratedapproachtourbanmobility

Goal4:

Safe

and

secure

urban

transport

Saferbehaviour

Saferandsecureinfrastructure

Safervehicles

Goal4:SubstantialimprovementinServiceLevelBenchmark

Publictransport

facilities


45/139


Pedestrianinfrastructurefacilities

NonMotorizedTransport(NMT)facilities

LevelofusageofIntelligentTransportSystem(ITS)facilities

Travelspeed

(Motorized

and

Mass

Transit)

along

major

corridors

Availabilityofparkingspaces

Roadsafety

Pollutionlevels

Integratedlandusetransportsystem

Financialsustainabilityofpublictransport

5.3 Objectives

The objective of the CMP is to develop a transportation vision, set goals based on the

defined vision and develop specific actions in the form of short, medium and long term

transportation improvement proposals that will achieve the transportation vision for the

area. Inordertoaddresstheexistingandenvisagedmobilitysituationin2031andtofulfil

thevision

stated

above,

the

objectives

are

given

below:

I. Improve pedestrian facilities in areas of pedestrian concentration and along major

corridorsandensuresafetybysegregatingtheirmovementfromvehicles.

II. Reduction of on street parking and encourage public transport and pedestrian

movementinthecorecityarea.

III. Public transport improvement plan which includes convenient access, integration

with existing IPT System, provision of NMT facilities, creation of infrastructure

facilitiesforbusesandImprovementstobusstops.

IV. Implementtrafficmanagementmeasureslikeonewaysystem,accessrestrictionsfor

heavyvehiclesetc.

V. Restrictonstreetparkingatcriticallocationsinthecityandcreateoffstreetparking

near major activity centres, transit stations/ terminals to meet the growing parking

demand.


46/139


VI. Develop immediate/ short term strategies such as traffic management and

engineering solutions to ease flow of traffic at major congestion points within the

city.

VII. Develop

medium

and

long

term

measures

to

ease

traffic

flow

along

major

roads

withinthecity.

5.4 Mobilitystrategies

Given the existing situation of Meerut

city and the future growth

considerations within the overall

Development

Area,

it

is

important

to

devisemultiprongedstrategiestodeal

with the complexities of issues related

to the current and future traffic and

transport system of the city. These

consistofthefollowingstrategies:

I. Mobilitycorridorstrategy

II. Landuseandtransportstrategy

III. Publictransitstrategy

IV. Freightmanagementstrategy

V. Nonmotorizedtransportstrategy

VI. Traffic engineering and

managementstrategy

All the listed strategies are equally

important and the order of listing does

not imply priority. Each of the broad strategies includes substrategies of immense

importance.Thestrategieswhenimplementedthroughspecificprojectsshallfulfilthegoals

andobjectivesoftheCMP.Thesectionsbelowdiscussthesestrategies.


47/139


By designating certain roads as

Mobility Corridors, the transport

corridors get priority for increasing

thethroughputaswellascongestion

would

then

be

focused

and

appropriate solutions would be

5.5 Mobilitycorridorstrategy

A strategy of mobility corridors has been

devised to deal with the traffic and transport

problems

of

the

city.

These

mobility

corridors

have been identified as the major trunk roads

whichatpresentcarrythebulkofthetraffic in

the city and other roads that have been

identified under the travel demand model to

carry heavy traffic in the future. The mobility corridors are devised so as to maximise

throughput of traffic and trips within the city. Adequate provision of road widths through

necessarywidening andreclamation of carriagewayensuresefficient movementoftraffic.

Focus of public transport and nonmotorised

transport infrastructure on the corridors

further increases the load of trips carried by

theroads.

Given the existing radial pattern of various

regionalroads

cutting

through

the

city,

a

ring

radial pattern of mobility corridors has been

devisedforMeerutasshowninFigure51.This

shall ensure adequate traffic distribution on all road stretches without overloading and

chokinganyparticularcorridor.Themobilitycorridorstrategyconsistsoftwosubstrategies

asgivenbelow:

5.5.1Missing

links

Themobilitycorridorstrategy is intendedtobeachieved inpartthroughthedevelopment

ofmissinglinksinMeerutcityandDevelopmentarea.Thisensuresappropriatedistribution

oftrafficloadonalllinksoftheproposedcorridors.Thecapacitiesofthesemissinglinksare

proposed in accordance with the proposed development pattern and resulting projected

traffic load. The alignment of the missing stretches has been finalised after due

considerationstothetraveldemandmodelprojections,MeerutMasterPlan2021andon

groundverification.

Figure51:MobilitycorridorstrategyforMeerutcity


48/139


5.5.2 Roadwidening

The other part of mobility corridor strategy is to be achieved through reclamation and

wideningofthecarriagewaytoproposedcapacitiesofvariouslinks.Atpresent,theexisting

links

of

major

roads

in

Meerut

are

mostly

4

lane

and

on

account

of

temporary

and

permanent encroachment are reduced to 2/3lane. The encroachment shall have to be

removedandthecarriagewayexpandedwhereverrequired.

5.6 Landuseandtransportstrategy

To deal with the problems of traffic and

transport and future growth of the Meerut

city and Development area, an integrated

land use and transport strategy has been

devised. The proposed growth has been

accommodated in the western part of the

Development area and accordingly the

capacities of mobility corridor links have

been proposed to cater to the future traffic load generating from these zones. Further,

multimodal

transport

hubs

and

freight

terminals

have

been

proposed

outside

the

city

at

suitablelocations(referFigure52)toencourageandsupportgrowthintheadjoiningareas,

reduce futuretrip lengths andbringabout greateruse of publictransport onthemobility

corridors.

5.7 Public transport and intermediate public transport (IPT) system

strategy

The

existing

Public

Transport

system

is

proposed

to

be

improved

through

the

following

sub

strategies:

Restructuringofcitybusroutes

Phasedexpansionofbusfleet

Creation of adequate infrastructure in the form of depot, terminals, bus queue

sheltersandsignage.

Introductionofhighcapacitymasstransitonthemobilitycorridorswith increase in

passengerdemand

Figure52:LanduseandtransportstrategyforMeerutcity


49/139


The intermediatepublictransport(IPT)

system comprising of cyclerickshaws,

shared and private autorickshaws,

whichcurrently

cater

to

a

major

part

of

overall trips in the city have to be

integrated with proposed public

transport system for the city. The

following strategies are proposed in

thisregard:

Restructuring of corridors to allow plying of IPT modes so as to reduce overlap of

routes between them and the city bus system as shown in Figure 53. This shall

ensurethatthe IPTmodesworkasafeedersystemtothePTsystemandboththe

systemsarefinanciallyviable.

CreationofsignagetodemarcatetheIPTstopstoreducethechaosoccurringonthe

streetsduetoerraticstoppagesofIPTmodes.

Creation of adequate spaces for parking of IPT vehicles in the city away from the

trafficjunctions

5.7.1 Highcapacitymasstransitsystemstrategy

Various options for public transport systems, such as BRT/LRT/MonoRail and Metro are

shown in Table 51. These can be implemented on corridors within the existing network

eitheratgradeorgradeseparated,dependingupontherightofway(RoW)available.

Variousparameterssuchasperformingcapacity,geometricconstraints,capital&operating

costs, alternative analysis etc. would determine the mass transit option on a corridor.

Comparisonofdifferenttypesoftransitsystems isgiven inTable51below. Itprovidesa

preliminaryguidanceindecidinguponthetypeofsystemtobeselectedforthecity.

Figure53:Publictransportandintermediatepublictransport(IPT)

systemstrategyforMeerutcity


50/139


Table51:Masstransitoptions

TransitModeCommuter

RailMetro Monorail

LightRail

Transit

BusRapid

Transit

ROWOptions

ExclusiveROW

General

railroad

Mixedtraffic

ExclusiveROW

Grade

separated

Exclusive

ROW

Grade

separated

Exclusive

ROW

Semi

exclusive

Mixedtraffic

lanes

ExclusiveROW

Semiexclusive

Mixedtraffic

lanes

Station

Spacing(Km)3to15 1.5 0.75to1.5 0.75to1.5 0.4to1.5

Vehicles

Locomotive

withsetof

passenger

coaches

Highplatform

carsoperating

inmultiple

car

trainssets

Highplatform

cars

operatingin

multiplecar

trainssets,electric

propulsion

Articulated,

double

articulated

lowfloor,can

operatein

multiplecar

sets,electric

propulsion

Standard,

articulatedor

double

articulated,low

floororhigh

platform,diesel,diesel/hybrid

propulsionor

ETB

Seated

Capacity90185percar 6080percar 3075percar 6585percar

40standard

65articulated

85doubleart.

Average

Speed4070kmph 2555kmph 2540kmph 2550kmph 2540kmph

Passenger

throughput

>40,000

PPHPD

Upto40,000

PPHPD

Upto20,000

PPHPD

Upto20,000

PPHPD

Upto8000

PPHPD

Min.Curve

Radius50m 40m 75m 25m 13m

AppO&M

Costperkm4060Lakh 100200Lakh

4060Lakh

MRL5060Lakh

AppCapital

Costperkm

(2008Rates)

100120

Crores200Crores

80 130

Crores100Crores 15Crores

Implemented

Cities

(International)

Moscow,

Jakarta,

Johannesburg,

BuenosAires

Bangkok,

KualaLampur,

MexicoCity,

Cairo

Tokyo,Kuala

Lampur,

Sydney,

Seattle

Hongkong,

Shanghai,

KualaLampur

Istanbul,Taipei,

Leeds,Bogota,

Curitiba,

Pittsburgh,

Adelaide

Implemented

Cities(India)

Mumbai,

Chennai,

Kolkata,

Hyderabad

Delhi,Kolkata Mumbai

Indore,

Pune,Delhi,

Ahmadabad


51/139


5.8 Freightmanagementstrategy

Freightformsanimportantcomponent

ofMeerut

citys

transport

system

and

hence its effective management is

crucialtothe longtermgrowthofthe

city. To deal with the existing and

future freight movement, the

followingstrategiesareproposed:

Creation of 2 Freight terminals

(Transport Nagar) outside the city periphery and shifting of the existing Transport

Nagartooneofthetwo(asshowninFigure54).

Creation of transshipmentpoints within the city limitstoallow of loadingand un

loadingofgoodsfordistributionthereafterinsidethecity.

Banningofmovementof HCVs (heavy commercial vehicles) in phases inthe city in

variouscorridorsandpartsofthecityduringthedaytime.

5.9 Non-motorised

transport

strategy

ThoughtheNonmotorisedtransport(NMT)tripsinMeerutaresignificant,thefacilitiesare

totallyinadequate.NMTstrategiesfocusonthefollowing:

Providefootpathonentireroadnetworkandcyclelanesonmobilitycorridors

Provideadequatewalkwaywidths.

Establishconnectedwalkingnetworks.

Createbicyclelanes,wherebicyclescompositionishighandonmobilitycorridors.

Integratecyclingwithtransit.

Addresssecurityconcernsofpedestriansandcyclists

5.10Trafficmanagementstrategy

Trafficengineeringandmanagementmustbegivenhighpriority inMeerut.Thestrategies

are intendedto improvethetrafficsituationwithoutextensive investments.Keymeasures

include:

Figure54: FreightmanagementstrategyforMeerutcity


52/139


Intersectionredesign

Trafficcontroldevices

Trafficsignsandmarkings

Parkingmanagement

5.10.1IntersectionRedesign

Road intersectionspresentnotonlysafetyproblemsasaccidentratesareusuallyhigherat

intersectionsthanatothersectionsoftheroad.Butthecapacityandefficiencyoftheroad

network is dictated by the intersections. Significant capacity enhancement could be

achieved by redesigning thejunctions by proper channelization, turning restrictions and

phasing. It is imperative that all intersections need to be optimised and maintained at

optimumthroughputlevels.

5.10.2Installationoftrafficcontroldevices

TrafficSignalshavethefollowingadvantages:

Providefortheorderlymovementoftraffic.

Increasethe

traffic

handling

capacity

of

the

intersection.

Reduce the frequency and severity of certain types of accidents, especially right

anglecollisions.

Used to interrupt heavy traffic at intervals to permit the pedestrians to cross the

road.

5.10.3Trafficsignsandmarkings

Proper signs must be installed at appropriate locations. All the traffic signs should be

facilitated as per the guidelines provided in IRC publication 672001 Code of Practice for

RoadSigns.

One of the key deficiencies observed on Meerut roads are the absence of road markings.

Roadmarkingsarenotonlyaveryimportantsafetydevice,butalsoserveinbeautifyingthe

road.


53/139


Another key element that must be given appropriate importance is street furniture. It

includes streetlamps, street lighting, traffic lights, traffic signs, bus stops, dust bins, taxi

stands,publiclavatoriesandfountainsandmemorials.

5.10.4Parkingmanagement

Oneofthevisibleproblemsthatonebehold

Draft Final Report - Meerut

Documents

Transcript of Draft Final Report - Meerut