Jabalpur City

Jabalpur Transport Sector CMP Under JNNURM

Municipal Corporation, Jabalpur R-1

1

Jabalpur City Comprehensive Mobility Plan

FOR

MUNICIPAL CORPORATION JABALPUR, (M.P.)

Under

----- Submitted by -----

An ISO 9001:2000 Certified Company

Regd Office : 5/259 Vikas Nagar, Lucknow Lab : 5/256 Vikas Nagar, Lucknow

Ph.No. (O)0522–4047624 , 2768132 Tele fax: 0522–4012278, Mob. No. 9415001208

E–Mail: [email protected] website: www.snowfountain.co.in

JNNURM Consultants: Lucknow, Kanpur, Allahabad, Varanasi, Jabalpur, Ujjain, Bhopal,Kolkata

Projects: U.P., M.P., Bihar, Jharkhand, Uttaranchal, West Bengal, Maharashtra, Rajasthan

JAWAHARLAL NEHRU

NATIONAL URBAN RENEWAL MISSION

Revised As Per Development Plan 2011 Guidelines and Toolkits for

Urban Transport Development



2

PREFACE

Jabalpur is an important city in the Narmada region. The transport scenario of Jabalpur is in jeopardy as a

natural outcome. This one may not realize apparently, as the problems are currently concentrated in a sparse

manner. The potential and beauty of the city is getting lost amidst increasing traffic problems. The crisis chaps

and risk of commuting as prevalent in other major urban centers of India, do exist in Jabalpur. The situation is

likely to be further grim in the coming years. There is urgent need to address the issue of urban transport as

an important Component to shape urban development and provide quality transport service to the community

in the city.

Effective Public Transport is the need of every metropolitan city. For cities that are growing at a rapid pace .It

becomes most essential vehicle for pace of growth. The most important feature missing In Jabalpur is a good

public transport service. It had become really important for the city administration to provide the people of the

city with a safe and reliable mode of transportation at an affordable price.

Cities with population of more than 1 million should have urban Bus Transport Corporation that owns 30

Percent of its own buses and contracts 70 percent of buses from private contractors and operators. Motivated

by this World Bank recommendation note of India's transport sector, ‘The challenges Ahead (2007)’, a

financial model of public transport system through private partnership was conceptualized where in every

player whether Government, the Company, local administration, operators and people are mutually benefited.

Looking to the high potential for development of competitive bus transport market through Contracting or

franchising arrangements a Special Purpose Vehicle as a public limited Company was formed, which

specifies the role of the market and government. It was felt that Cities like Jabalpur should develop their own

regulatory and enforcement capabilities to promote city service competition and put in place a mechanism that

will ensure financial viability of such operations.

Jabalpur City Transport Services Ltd. (JCTSL) has been incorporated to provide a dependable solution for the

need identified above. It aims at establishing a public transport backbone to facilitate the rapid growth of the

city. The private- public partnership model has been designed to benefit the company, operators, government

and general public. The company will invest the income generated from the service in development of

infrastructure and aims at setting up a bus rapid transport system in the near future.

In the context of rapid growth of the city, increasing mobility, high travel demand, increasing Intensity of traffic,

congestion, delays, accidents and other such problems, public mass transport system of the city stands out as

the most critical issue The intra-city public transport system is essentially road based with private minibuses,

tempos and auto rickshaws Since there was no specialized and effective regulatory agency to monitor the

system a special purpose vehicle in the form of public limited company Jabalpur City Transport Services Ltd.

was set up to operate and manage the public transport system in Jabalpur with private sector participation to

overcome financial constraints.

As the Jawaharlal Lal Nehru Urban Renewal Mission (JNNURM) is launched and Jabalpur has been

selected under it. A comprehensive study has been conducted and Detail Project Report has been made for

Implementation of various projects in phased manner.



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Project Head

(Mayor, MCJ) ,

(Collector, Jabalpur)

(Commissioner, MCJ)

Project Advisors

Transportation Research and Injury Prevention Programme (TRIPP) Indian Institute of Technology (lIT)

Delhi

Prof. (MS) Geetam Tiwari

Prof. Dinesh Mohan

Er. Sandeep Gandhi

Project Consultants

* Snow Fountain Consultants, Lucknow

i. Sri Janardan Singh, lIT, Roorkee

ii. Sri Mahabir Prasad Sachan, lIT, Roorkee

iii. Sri Gajendra Tripathi, lIT, Delhi



4

PART - I

EXISTING SITUATION



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CHAPTER-1

1.0 INTRODUCTION

Jabalpur an important city in the Narmada (eastern) region of Madhya Pradesh is one of the fastest

growing cities in the country. As per 2011 censes the population of Jabalpur district is 24.61 lakhs out

of which 10.54 lakhs live in Jabalpur city, in 60 wards, covering a gross area of 224.47 sq. km.

The city is located on the banks of Narmada River and sprawls over the plains of its tributaries (23°

10' North latitude and 79°57' East longitude). National Highway 12 (Jaipur - Jabalpur road), links the

city to many important cities in the northwest and National Highway No 7 connect the city to Varanasi

and Nagpur The broad gauge railway line to Mumbai and Kolkata (via Allahabad) connect the city to

Mumbai and Kolkata. The city is served by only one-flight air services to Delhi.

1.1 HISTORICAL BACKGROUND

Jabalpur city is part of the Jabalpur congregration comprising of Jabalpur city, Jabalpur Cantonment

and Khamaria Township. This ancient city traditionally also known as "Mahakoshal" is located in

central India, in the state of Madhya Pradesh.

Jabalpur city owes its cultural heritage to the Kalchuri dynasty. It is said that Jabalpur assumed its

name from "Jaballi Patnam" dedicated to sage Jaballi, who had made Jabalpur his base and had his

ashram here. However, the derivation of Jabalpur from the Arabic word "Jabal" meaning hill or

mountain appears more convincing, as the city is dotted and surrounded with hillocks and rock

formations.

Early history reveals that "Tripuri" village located about 6 miles from Jabalpur city enjoyed the status

of capital during the Kalchuri Dynasty, which was at its zenith in 300 BC Subsequently, during the

Gond refume Garha, which now forms part of the city, attained- the status of capital. Later, the city of

Jabalpur became capital.

During the early British rule, the city assumed the status of Divisional Headquarter of the Central

Provinces. Jabalpur cantonment was established in the latter part of the 19th century. This was

followed by the establishment of Jabalpur, Municipal Corporation in 1951. Gradually, with the

establishment of the post & telegraph workshop, the High Court, defence establishments and several

educational institutions, the city attained the status of regional center of the Mahakoshal region.

Today, the city is prominent for the Government of India's defence and military establishments that

are located in and around the city. The College of Defence Management (formerly, Army Officers'

School) and large factories like the Gun Carriage Factory, Ordinance Factory, Vehicle Factory, Grey

Iron Foundry, EME workshop, Central Ordinance Depot, Signal's Central and Army Head Quarters

are located here. Jabalpur also has the seat of the Madhya Pradesh High Court and is home to the

Madhya Pradesh Electricity State Board's headquarters, the home guards other State and Central

government departments, including the post and Telegraph Department's Workshop. The city is also

significant educational center with two Universities, i.e. Rani Durgavati University and Jawaharlal

Nehru Agriculture University.

The city is the district headquarters of Jabalpur district (third largest district of the state), and accounts

for almost 44 per cent of the total district population (24,61 Lakh). It is also the divisional headquarters

of Jabalpur division, which includes the districts of Jabalpur, Katni, Mandla, Narsinghpur, Chhindwara,

Seoni and Balaghat, Center and Army Area Headquarters are located here. Besides these, there is a



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large cantonment area within the municipal corporation limits. The population within the cantonment

area and the premises of the three major defense establishments and around the Jabalpur city limits

is 1,08,269 and population within the municipal corporation limits is 10.54 lacs as per the 2011

census.

1.2 GEOGRAPHICAL CHARACTERISTICS

1.2.1 Location:

Jabalpur lies on the banks of the Narmada River and sprawls over the plains of its tributaries Hiran,

Gaur, Ken & Sone. Geographically, the city is located at 23°10' North latitude and 79°57' East

longitude, at an altitude of 393 meters above mean sea level (MSL).

1.2.2 Climate

The climate of Jabalpur can be divided into three distinct seasons, viz.

• Monsoon lasting from mid-June to September.

• Winter from November to February; and

• Summer from March to mid-June.

The month of October witnesses the transition from monsoon to winter. The city experiences hot

summers and cold winters, with temperatures ranging from an average low of around 9.8° Celsius to

an average high of about 41.7° Celsius. Temperature during the peak summer month of May can

soar to 47 degrees Celsius, while the lowest temperature recorded was 0° Celsius on 2nd

December

1905.

The rains usually break in the month of June, with the maximum number of rainy days experienced

during the months of July and August. The average number of rainy days is 69, during which the city

receives an average rainfall of 1,386 mm.

1.2.3 Physical Setting

The topography of Jabalpur is unique. It is located on the banks of the perennial Narmada River, with

rich forest in the vicinity, and a scenic landform dotted with low rise hills. The city is surrounded by low

rocky and barren hillocks - Karia Pather hills on the northeast, Sita Pahad and Khandari hills, towards

the east, and Madan Mahal hills and rock outcrops towards the southwest. The entire area of the city

is hilly, with slopes differing in grade from 2 to 30 per cent.

The low hillocks, however, form a barrier for continuous development of urban form and, restrict inter-

links between various parts of the city. The lowlands stretch over the west and, northwest of the city,

with gradual slopes towards the northwest.

The city is almost bifurcated by central ridge running parallel to the railway line that girds the city in a

horseshoe ("Π") shape. The ridge begins, from the hills in the east and runs to the western side of

the city. The plain on the northern side of the ridge gradually slopes from east to northwest, while the

southern part slopes towards the south. This ridge has a significant influence on the urban sprawl of

the town.

1.3 OBJECTIVE OF THE CMP

The study area include the Jabalpur planning area comprising the city corporation, Ordinance Factory,

Vehicle Factory, Cantonment areas and surrounding 53 villages. The study will cover all inner city

movement to and from the study area. The study includes preparation of short, medium and long

terms improvement plans for the city travels need in the horizon year. The main aim of the study area

is to match the transport demand with supply in terms of transport infrastructure, system control and



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management with optimal utilization of the existing infrastructure.

The main objective of the study are as below:

* Study the existing traffic and travels characteristics of the study area.

* Project the transport demand up to 2033.

* Identify short term improvement measures, including preparation of rapid action plans to meet

the immediate requirements.

* Prepare the medium and long term plans

* Asses feasibility for development of integrated mass transport system (IMTS), including the

economic and financial evaluation.

* Recommend optimal implementation mechanism and organizational structure.

1.4 SCOPE OF WORK (CMP)

The scope of work are given below:

* Study of existing land use pattern, Proposed land use plan / Master plans, if any, by local

authority, Study of available reports / plans on traffic and transport situation and related

matters and related data collection from different offices.

* Carry out Preliminary survey such as traffic volume count at mid block and intersection, outer

cordon survey, origin destination survey, speed and delay study for selecting important

corridors for public transport survey. A sample size of minimum 3% shall be covered for the

household surveys. The result of household travel survey will be used to estimate the present

transport demand, movement pattern, model split, trip purpose etc. The survey will be carried-

out in all area in Jabalpur based on a traffic zone System.

* Collection of Primary road inventory data and identification of primary network. Right of way

(ROW) information will be supplied by the clients and consultants have to collect the data on

parking and utilities.

* Analysis and interpretation of above data to elicit the traffic and travel characteristics of study

area.

* Develop four-stage transport demand model, calibrate and validate the transport demand

model for intra city travel.

* Project the transport demand up to design year 2033 based on calibrated models and

proposed land use patterns.

* Indicate problems with priority areas and priority junctions and carryout traffic

estimates/projections on major travel corridors.

* Identify the major transport corridors on the basis of transport demand.

* Suggest alternative transport strategies – short, medium and long term, strengthening

transport infrastructure, public transport system.

Short Terms Improvement Measures

* Prepare junction improvement plans of priority junction.

The work will also include signal design, wherever necessary. The detailed design for junction

improvement shall be submitted after approval of the draft report of short terms measures and

identification of junctions to be improved by client.

* Prepare traffic management scheme for priority areas.

* Prepare the improvement plan for pedestrian facilities both for along and across movements.



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* Suggest the on and off-street parking locations and prepare plans for critical areas.

* Suggest the location and specifications for street furniture i.e. road marking and traffic signals.

etc.

* Work out preliminary cost estimate of improvement measure and suggest phasing of

implementation.

* Development of terminal facilities.

Medium and Long Terms Improvement Plans

* Suggest improvement (Widening and strengthening) of existing road network based on the

forecasted transport demand.

* Indicate new road links for intra city movement based on the transport demand and

improvement pattern.

* Identify the need for urban bypass for through/intercity traffic.

Facility study for development of Integrated Mass Transport System:

* Development of alternative mass transport networks and assessment of traffic for forecasted

demand on the alternatives:

i) Road Network

ii) Road and Rail based mass transport network

* Evaluation of alternatives integrated mass transport network and selection of the best.

* Undertaking engineering facilities surveys for the alignment, location of stations, interchange

Point and maintenance and identification of land reserve requirements.

* System selection and system design for the proposed system on the basis of projected

transport and other technical consideration.

* Identification of measures for integration of various modes and plans a multi model system.

* Estimation of cost for capital and operating expenditure of the system.

* Economic and financial appraisal of the proposed system and suggest a plan for financing the

capital expenditure of the proposed system. This will also consider private sector,

participation not only in implementation / financing of the systems but also in management

and operation of the systems.

* Development of planning and implementation mechanism in accordance with the proposed

financial plan.



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CHAPTER-2

CITY PROFILE

2.0 STUDY AREA CHARACTERISTICS

2.1 REGIONAL CHARACTERISTICS

2.1.1 State Level

The state of Madhaya Pradesh comprises of 9 administrative divisions and was spread over 308.25

thousands Sqkm. The 2011 census reveals that the state (over nine divisions) recorded a population

of 603.85 lacs with a population density of 240 Person per Sqkm. The administrative division includes

Bhopal, Chambal, Gwalior, Hoshangabad, Indore, Jabalpur, Rewa, Sagar and Ujjain. The State

presently comprises of 45 districts.

2.1.2 Jabalpur

Jabalpur an important city in the Narmada (eastern) region of Madhya Pradesh is one of the fastest

growing cities in the country. As per 2011 census the population of Jabalpur district is 24.60 lakhs out

of which 10.54 lakhs live in Jabalpur city, in 60 wards, covering a gross area of 224.47 sq. km. The

city is located on the banks of Narmada River and sprawls over the plans of its tributaries (23° 10'

North latitude and 79°57' East longitudinal). National Highway 12 (Jaipur - Jabalpur road), links the

city to many large cities in the northwest and National Highway No 7 connect the city to Varanasi and

Nagpur. The broad gauge railway line to Mumbai and Kolkata (via Allahabad) connect the city to

Mumbai and Kolkata. The city is served by only one-flight air services to Delhi. Jabalpur is connected

to the national transport network through road, rail and air transport. Amongst them, road and rail

plays a major role in providing transport linkage with the rest of the country.

Being most important city in the region there is significant interaction between Jabalpur and the

surrounding towns through the road and rail networks. Regional road network connecting Jabalpur

with the rest of the country comprises of the following.

• Nagpur -Jabalpur- Varanasi/Allahabad Road ( NH-7 I NH-7 & NH-27)

• Jabalpur-Bhopal Road (NH-12A)

• Jabalpur- Damoh - Tikamgarh - Jhansi (NH-12A)

• Jabalpur - Kumdam Road (SH-22)

• Jabalpur - Patan Road (MDR)

The area is also served by broad gauge and meter gauge rail lines, which connect Jabalpur with other

cities like Gwalior, Mumbai, Bhopal, Allahabad, Delhi and Howrah. Besides, the city is also connected

by meter gauge rail line to Gondia.

2.2 DEMOGRAPHIC CHARACTERISTICS

2.2.1 Regional Setting

The Consultants have collected various secondary statistical documents in order to appreciate the

study for demographic characteristics. These comprise the Census Abstract (National Informatics

Center), District Statistical Handbooks (Collectorate Office), Jabalpur Development Plans (Town &

Country Planning, Jabalpur) and the revised area under 60 wards in the Corporation area (Jabalpur

Nagar Nigam). A number of discrepancies were observed in the figures related to zonal area,

population in years 1981 & 1991 census years etc. In such cases, zonal area for the corporation



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provided by Jabalpur Nagar Nigam and area for urban agglomerates provided by Census documents

has been considered as correct and adopted. Similarly, population figures provided in the District

Statistical Handbooks have been adopted.

The salient demographic characteristics for the study area are presented below in Table 2.1. The

study area spread over an area of 313.95 sq. km, which recorded a population size of about 8.17 lakhs

& 9.19 lakhs in the years 1981 & 1991 respectively.

Table 2.1 Demographic Characteristics – Regional Setting

Study Area

Constituents

Population Population

Growth (% per

annum)

Density (1991)

(persons/sq

km) 1981 1991

Jabalpur Nagar 649085 764586 1.65 4954

� Jabalpur 63571 741927 1.57 5533

� Manegaon 3874 5507 3.58 2929

� Suhagi 2345 4648 7.08 1781

� Maharajpur 3142 4633 3.96 1130

� Karmeta 1478 3042 7.49 737

� Amkhera 1544 2330 4.20 798

� Kairi 693 1210 5.73 712

� Rengwa 541 843 4.54 303

� Pipariya 297 446 4.15 3717

Jabalpur Cantonment 61026 56124 -0.83 1976

Khamaria 47192 26731 -5.53 940

GCF 16851 17961 0.64 2566

Bilpura 5591 10168 6.16 3987

Vehicle Factory 15279 13346 -1.34 3549

Remaining 44 Villages 22041 29861 3.08 334

Total 817065 918777 1.18 2926

*Source CDP Jabalpur*

Population growth for the study area during 1981-91 was 1.18 percent per annum. Jabalpur Nagar

observed population growth of 1.65 percent, with the Corporation recording a growth of about 1.57

percent per annum. The urban agglomerates included within the Jabalpur-Nagar witnessed a much

higher population growth in the range of 3.5 to 7.5 percent. On the contrary, Jabalpur Cantonment,

Khamaria and the Vehicle Factory Zones witnessed a fall in population in comparison to 1981 figures.

The surrounding villages, which are significantly less developed, however recorded a growth of about

3.08 percent per annum.

The study area recorded population density of about 2926-persons/ sq.km. The Jabalpur Nagar

recorded population density of about 4954 persons, comprising 5533 persons within the Corporation

and relatively less dense urban agglomerates. Amongst the other locations included in the study area,

the Vehicle factory and Bilpura area recorded population density of over 3500-persons/ sq.km.

The current (2007) projected population of MCJ is approx. 12.83 Lacs. The city has experienced

relatively moderate growth rates in population during the last two decades- 1981-91 & 1991-2001

(46.83) and 17.87 per cent, respectively, compared to the 45 per cent decadal growth rates during

1951 to 1981.

The sudden increase in population from 1951 may be attributed to the fact that the corporation was

upgraded from the status of municipality and more area was added to its jurisdiction. In subsequent



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decades, there was a spurt in economic activity with the establishment of defense establishments and

state government administrative establishments in Jabalpur, which led to significant in-migration to

Jabalpur.

2.2.2 Jabalpur Tehsil

The Jabalpur and Panagarh Development blocks forming the rural area within Jabalpur Tehsil are

spread over 751 Sqkm. and 421.43 Sqkm, respectively. The urban aggiomerates within Jabalpur

tehsil spread over 246.03 Sqkm.

2.2.3 Sex Ratio

As per Census 2011 the sex ratio (female population per 1000 male population) in Jabalpur is 915,

which is higher than the state urban average of 899 and national urban average 901. The positive

factor is that, while the state and national average sex ratio has been declining, the sex ratio in MCJ

has increased steadily from 853 in 1971 to 898 in 1991 and to 915 in 2011.

2.2.4 Literacy

As per Census 2011 the literacy rate (percentage of literate population to the total population above 6

years of age) in MCJ is 84.72 percent (male literacy rate of 60 percent and female literacy rate of

78.93 percent) higher than the state urban average of 79.67 percent and national urban average of

80.30 %. This high literacy rate could be attributed to the fact that a significant proportion of the city’s

population belongs to the salaried class (Governant Servants) and also the fact that the city is home

of two universities and several schools. The literacy rate in MCJ has been on the rise having

increased remarkably from 54 % in 1971 to 78.21 % in 1991 and to 84.72 % in 2001.

The total numbers of household, in MCJ as per the 2001 census is 165,400. The average household

size in Jabalpur works out to 5.75, which is quite high. The household size has been on the rise since

1971, when it was 5.17, Discussion with local authorities and councilors reveal that this due to few

higher household sizes in the slums - the average household size in slums is about 6.76 - where

family planning has been poor.

2.2.5 Work Force Participation

The current work force participation rate percentage of main and marginal workers to the total

population in MCJ is about 32.66 percent (including 2.9 to 6 per cent of marginal workers) - up by

5.64 per cent compared to 27.02 percent (including 0.49 per cent of marginal workers) in 1991. In the

absence of a detailed breakup of sector/category-wise workers for 2001, the figures for 1991 are

used to examine the composition of the workforce.

It may be noted that of the total workforce of 196,763 in 1991, about 25% were employed in non-

household manufacturing and processing industry, a sector comprising primarily of defense

establishments. Almost 22 percent were employed in trade and commerce activities, while 38 percent

were employed in other services, including transport, storage and communication. Four percent of

the workforce involved in household -based manufacturing and processing activities primarily

included bidi (local cigarette) rolling business. However, this traditional industry has been on the

decline over the last few years, and is being replaced by local garment manufacturing /stitching

activity, which has been growing in a rather unorganized manner.

2.2.6 Density

As per Census 2011 the gross population density in MCJ is 8,960 persons per sq. km. (or 90 persons

per Ha), up by 62 per cent from 5,533 (55 persons per Ha) in 1991. This increase is primarily due to



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the reduction in the area of the corporation resulting from the demerger of eight settlements from the

Municipal Corporation limits in 1994. Though at the city level, the gross density is quite low. The core

inner areas of the city and some of the older areas are more densely populated than the ridge and

hilly areas of the city. In general, the area south of the central ridge/broad-gauge railway line is very

sparsely populated.

2.2.7 Population growth -

The population growth trends in Jabalpur do not depict any particular trend - the compound annual

growth rate (CAGR) during 1951 to 1981 was more or less stable at 3.7 to 3.8 per cent, while it

dipped by almost half to 1.91 per cent during 1981-91. The average growth registered during 1991-

2001 was 2.52 per cent per annum.

The reduced growth rates in population during the last two decades are attributed to the slow-down in

the local economy, especially between 1981 and 1991. This is evident from the fact that the total

workforce participation rate (main workers and marginal workers as a percentage of the total

population) was stagnant at 27 per cent during 1981 and 1991. There appears to have been an

upturn in economic activity between 1991 and 2001, when the workforce participation rate has risen to

over 32.5 per cent.

2.2.8 Spatial Pattern of Growth:

Due to recent changes in the ward boundaries in MCJ, a time-series analysis of the variation in ward

population has not been possible. However, the spatial growth trends in MCJ have been traced

based on relevant literature and graphic representations made available by the MCJ.

Development of Jabalpur as a city commenced from three nodes prior to 1901, with the areas

currently represented by Garha Ward (Ward 49) in the northwest, Cherital Ward (Ward 12) in the

north, and parts of the cantonment area adjoining wards 46 and 54 in the south-central part of

Jabalpur. The area of Jabalpur municipality in 1901 was about 18.13 sq. km.

Between 1909 and 1915 Jabalpur municipality developed about 490 acres of its own land for

residential and commercial uses and leased them to the citizens of Jabalpur Gol Bazar (Ward 9) area

in 1910 and Napier Town area (Ward 4) in 1911, which now form the core area of the city.

Wright Town area (Ward 9) was developed in 1923, while the Madan Mahal Station area (Ward 47)

was developed in 1934-35. Between 1921 and 1940, the city experienced a rapid growth in

population, and significant development took place in the northern areas beginning from Cheritaal

Ward (Ward 12), converging towards the central areas, and the eastern areas around Ranjhi (Wards

31 and 41). Subsequently, the central areas of the city in and around Gol Bazar, Napier Town, Wright

Town and Madan Mahal station areas and the areas between the central part and the eastern (Ranjhi)

areas experienced further densification.

2.3 Socio Economy Characteristics

2.3.1 Economy

Jabalpur, which is a regional centre and has good linkages by way of road and railway, has grown to

become a trading and industrial center in the region. The city had a vibrant industrial economy during

1950 to 1980, when production in the defense establishments located here was at its peak. However,

this industrial character has been reducing during the last two decades, reportedly due to reduced

production at the defense establishments and the lack of scope for ancillary industries to the defense

factories, which do not out-source production.



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Jabalpur houses the offices of the headquarters of several state and national level government

departments, including the -State High Court, State Electricity Board, Post and Telegraph Workshop,

etc., offices of the district and divisional headquarters, and two large universities. A very large

proportion of the city's workforce is engaged in these establishments, whereas a significant

population is also involved in trade and commerce, which is primarily dependent on the service-class

population employed in various offices in the city. This is clearly evident from the workforce

participation structure of the city. The primary drivers of the economy of Jabalpur are the service

sector (mainly public sector establishments) and trade and commerce. Manufacturing and processing

industries, especially household and small-scale engineering industries, also contribute to the city's

economy, though marginally.

2.3.1.1 Industrial Activities

Jabalpur has a reasonable industrial base, constituted primarily by defense establishments. There

have been efforts by the state government to promote industrial development in and around Jabalpur.

The Madhya Pradesh Industrial Development Corporation (MPIDC) promoted an industrial estate in

the Adhartal area, where an area of about 106.67 acres was developed with 64 plots and 54 ready-

made industrial sheds. All of these plots and sheds have been occupied by small-scale industries.

Another industrial area - the Richai industrial area was developed by MPIDC over an area of 460.27

acres near the Adhartal Railway station. Of the 135 plots developed, only about 35 have been

occupied.

The significant industries in and around Jabalpur city include:

(a) Large-scale Industries

• Telecommunication Factory, (Gol)

• Gun Carriage Factory (Defense, Gol)

• Ordinance Factory (Defense, Gol)

• Vehicle Factory (Defense, Gol)

• Gray Iron Foundry (Gol)

(b) Medium-scale, Factories

• Shah Wallace Gillettin Factory

• S.A India Ltd.,

Devri

(c) Small-scale Industries

There are sizeable numbers of small-scale industries, in and around Jabalpur, which are engaged in

the manufacture of various products, including automobile parts, electrical spare parts and

equipments, air Compressors, garments, soaps. And detergents, stone crushers, RCC Hume pipe,

asbestos cement and PVC pipes, footwear, herbal cosmetic products, rolled steel, truck and bus

bodies, flour, etc. Other prominent industries include three cement plants, several fireclay

refractoriness and limestone kilns in and around the city. The region is rich in limestone, refractory

clay, bauxite, iron ore, manganese and other mineral deposits.

A large proportion of the city's population thrives on wholesale and retail trade and commerce. The

city serves as a regional wholesale market for food grains and other commodities. It also serves as a

market center for agricultural produce such as green peas, wheat, rice, pulses, oilseeds, maize, etc.,

which are cultivated in the rural hinterland. Jabalpur also functions as a distributing center for



14

agriculture implements, fertilizers, drugs and medicines, iron and steel, cement and minerals,

petroleum products and forest produces such as timber, etc. and ready made garments and textiles.

2.3.2 Regional Transport Scenario

Jabalpur is connected to the national transport network through road, rail and air transport. Amongst

them, road and rail play a major role in providing transport linkage with the rest of the country.

Being most important city in the region there is significant interaction between Jabalpur and the

surrounding towns through the road and rail networks. Regional road network connecting Jabalpur

with the rest of the country comprises of the following.

• Nagpur -Jabalpur- Varanasi/Allahabad Road (NH-7 I NH-7 & NH-27)

• Jabalpur-Bhopal Road (NH-12A)

• Jabalpur- Damoh - Tikamgarh - Jhansi (NH-12A)

• Jabalpur - Kumdam Road (SH-22)

• Jabalpur - Patan Road (MDR)

The area is also served by broad gauge and meter gauge rail lines, which connect Jabalpur with other

cities like Gwalior, Mumbai, Bhopal, Allahabad, Delhi and Howrah. Besides, the city is also connected

by meter gauge rail line to Gondia.

2.3.3 Road Network System

Major arterial roads within the study area are formed by Nagpur-Jabalpur-Allahabad Road (NH7),

JabalpurBhopal Road (NH-42), Kundam Road (SH-22), Damoh-Jabalpur-Mandla Road (SH37) and

Patan Road (MDR). These roads, along with the western bypass form the radial road network pattern

within the study area.

The Jabalpur Urban Area comprises multiple activity centers, which act as major traffic generators.

Within the central area, the Civic Centre and Favvara Chowk act as the major focal centers with

significant activity concentration. Predominant work centers generating various types of vehicular

traffic over the city road network system are given below:

Passenger Traffic City core, Gorakpur Ghamapur, High Court, Collectorate, Bus Stand,

Railway Station, Educational Institutions

Goods Traffic Niwarganj, Gurandi, Fawara, Mandan Mahal, Galgala, Mukadamganj

(Damoh' Road and Mandla Road)

Mixed Traffic Ghamapur, Gurandi Factory area, Madan Mahal Factory area,

Defence area (road to GCF, Khamaria etc.)

Some of the important roads in the central area are: Nehru Marg, Shastri Marg, Rani Lakshmibai

Marg, Gadhaphatak Marg, Jayaprakash Narayan Marg, Seth Vallabhdas Marg, Purana Mirzapur

Marg, High Court Road (Collectorate Road), Prabhat Chandra Marg, Madan Mahal Road and Gopal

Das Marg.

Outside the central area, regional roads provide major linkages to the city. Apart from the regional

roads, other important roads providing connectivity outside the central area are: Sadar Bazar Road,

Narmada Road, Adhartal Main Road (Vehicle Factory Road), MPEB Link Road, Western Bypass,

Mall Road, Ridge Road, Residency Road and Garha Road.



15

CHAPTER -3

REVIEW OF LAND USE SYSTEM

3.1 Existing Jabalpur Development Plan

The development plan projected a population size of about 7.0 lacs and 11.00 lacs for the Jabalpur

city. For the year 1981 and 1991 respectively. In addition, the population estimates for these cardinal

years for defense and catchments area were about 1.23 and 1.67 lacs respectively.

However, in reality, the population census for 1981 and 1991 reveal that the city witnessed a

population size of about 6.49 lacs and 7.64 lacs respectively. On the other hand, the defense and

catchments area (Including GCF & Vehicle Factory zones) witnessed population of about 1.4 lacs and

1.14 lacs by the year 1981 and 1991 respectively. The city thus recorded a population growth 3.9

percent per annum over 1971-81 and the growth rate reduced to 1.65 percent per annum over the

next decade indicating that population estimates in the development plan were significantly on a

higher side.

3.1.1 Existing Land Use

The general land use in Jabalpur Development plan was derived from the following considerations

* Integrated and continuous growth of important land uses so that the city attains a complete

entity during all phases of its development.

* Mixed land use zoning particularly in the city census and planning unit census to minimize

need to service and movement.

* Interrelationship to highest order activities with planning unit activities.

* Decentralization of work centers.

* Work place and living area relationship.

* Commercial corridors to inter link parent city and new development.

* Major commercial activities such as Mandi and wholesale markets, their relationship with

industrial area, other markets and regional roads

* Minimum dislocation of present land use pattern.

* Comprehensive transportation system.

Land allocation for various uses and the implementation status achieved prior to preparation of the

later development Plan 2011 is given below.

Table 3.1 Land use Analysis (1975-2005) (Area in ha.)

Land use

type

Land use

(1975)

Land use

(Dev. Plan

1991)

Achieved

Land use

in 1994

Proposed

Land use

(Dev. Plan

2005)

Achieved

Land Used Till

2005

Proposed

Development Plan

2021

Area % Area % Area % Area % Area % Area %

1. Residential 1503 49.6 3635 42.1 2328 51.5 3807 51.97 3215 58.28 4734 49.67

2. Commercial 68 2.2 512 5.9 124 2.7 445 6.07 209 3.79 4670 7.06

3. Industrial 263 8.7 707 8.2 368 8.1 551 7.52 368 6.67 621 6.51



16

Public/Semi 511 16.9 1124 13.0 714 15.8 846 11.55 730 13.23 1379 14.47

5. Recreation 39 1.3 886 10.2 139 3.1 540 7.37 142 2.57 702 7.36

6. Transport 645 21.3 1785 20.6 847 18.8 1107 15.11 852 15.45 1423 14.93

Total 3029 100.0 8649 100.0 4520 100.0 7326 100 5516 100 9529 100

Source: Jabalpur Development Plan2021

Transport system proposals in the Development Plan-1991 were evolved at two levels viz.

Regional & City level. The major programs included in the Development Plan were:

* The meter gauge railway link between Jabalpur and Gondia was recommended to be converted into

broad gauge in order to develop efficient transport linkage between Allahabad, Hyderabad, Jabalpur

and Raipur. In addition, the Development Plan also suggested modification of rail alignment between

Gwarighat and Howbagh stations. Two alternate alignments were also suggested

* In order to facilitate movement of regional traffic and to meet the growing traffic demand, the NH-7

and other regional roads were proposed to be strengthened/widened.

* In view of expanding industrial, commercial and administrative activities and the inherent tourist

potential, the Development Plan stressed upon the need for development of air linkage with major

cities and tourist destinations. Accordingly, new airport site along SH-22 was identified in the

Development Plan. An area of about 300 acres was proposed for the airport near village Tewar and

partly in village Sagra.

* In order to improve the city circulation pattern, a network of north-south and east-west road alignment

was proposed to provide direct access between the existing and proposed activity centers. The

network includes major north-south axis of NH-7 in the form of MR-4 along with the Ring Road, which

were proposed to be linked by east-west axial roads.

* In order to eliminate vehicular traffic jams at level crossings of roads and rails, grade separators were

proposed at eight locations within the city, besides the then existing four underpasses, two over

bridges and two level crossings.

* Besides the Railway Goods yards at Madan Mahal and main Railway stations, Kachpura railway

siding and Adhartal railway yard were proposed to meet the additional freight demand.

* Truck stations were proposed along Damoh Road, NH-7 near Maharajpur and along Ring Road.

* Local commuter rail service was proposed from Kachpura to panagarh with passenger stations at

Madan Mahal, main City station, Howbagh and Adhartal.

* Regional Bus stand and Depot for intercity bus system was proposed at Madhotal since the existing

bus stand was inadequate from functional point of view. Pickup stations for intercity traffic were

proposed at the existing bus stand, Maharajpur, near Empire Talkies and Ranital.

* Intra city bus terminals were proposed at the existing bus stand (which will function as main city bus

terminus), Gorakhpur, Ranjhi, Maharajpur, Khiriya Kalan, Karmeta (on Patan Road) and near •

Dhanwantari Nagar

* Off-street parking spaces were recommended at Tilakbhumi Talaiya, Shrinath-Ki-Talaiya, Sabzi

Mandi and behind Lordganj Thana.



17

3.2 Proposed Development Plan for Jabalpur:

3.2.1 Population Estimation

On the basis of Censes population available for Jabalpur Municipal Corporation, the census

population of last six decades of Jabalpur Municipal Corporation, are given here as under: -

Table 3.2 Population of Jabalpur city

Year Population of Jabalpur city (Lakh)

1951 2.04

1961 2.95

1971 4.42

1981 6.49

1991 7.62

2001 9.32

2011 10.54

Thus, forecast of population is adopted are as follows.

Year Population

2021 13.54

2031 17.39

2033 18.28

The current (2011) population of MCJ is 10.54 Lacs. The sudden increase in population from 1951

may be attributed to the fact that the corporation was upgraded from the status of municipality and

more area was added to its jurisdiction. In subsequent decades, there was a spurt in economic

activity with the establishment of defense establishments and state government administrative

establishments in Jabalpur, which led to significant in-migration to Jabalpur. The salient demographic

characteristics for the study area are presented below in Table 3.3 the study area spread over an

area of 245.17 sq. km. The study area recorded a population size of about 8.17 lakhs & 9.91 lakhs in

the years 1991 & 2001 respectively.

The Development Plan could however not achieve its planned targets in the

stipulated period primarily on account of the following factors:

I. Lack of coordination amongst various agencies

II. Lack of adequate resources

III. Lack of encouragement to private sector

IV. Absence of monitoring to check development pattern

The DP-1991 had targeted land utilization rate of 7.86 hectares per 1000 persons by 1991. However,

in reality, the city witnessed utilization of only about 5.32 hectares per 1000 persons by 1994.

The DP-2005 is targeting to develop 7326 hectares of land with utilization rate of 6.10 hectares per

1000 Persons. The city witnessed utilization of only about 4.6 hectares per 1000 persons by 2005.

The DP-2011 is targeting to develop 9529 hectares of land with utilization rate of 5.95 hectares per

1000 Persons.The land allocation for various uses is given below in table 3.3.



18

Table 3.3 Jabalpur Land use Distribution

S.

No.Land use

Existing (2005) Proposed (2021)

Area in

(Hect)

%

share

Rate of

Land

Area in

(Hect)

%

share

Rate of Land

Allocation

1 Residential 3215 58.29 2.68 4734 49.67 2.95

2 Commercial 209 3.79 0.17 670 7.06 0.42

3 Industrial 368 6.67 0.31 621 6.51 0.39

4 Public/Semi- 730 13.23 0.61 1379 14.47 0.86

5 Recreation 142 2.57 0.12 702 7.36 0.44

6 Transportation 852 15.45 0.71 1423 14.93 0.89

Total 5516 100.00 4.60 9529 100.00 5.95

The major transport system proposals identified in Development Plan-2005 in order to

improve the traffic and transportation situation within Jabalpur are summarized below:

* Tempos are a major cause of pollution and the Plan indicates that tempos should be banned

within city limits and these routes be provided with mini buses.

* Electric Tram has been recommended along the primary arterial road ARP-4 between Kheri

Village and Baghatal on NH-12.

* Construction of bridge across Narmada at Gwarighat connecting Mangeli/Manegaon.

* In order to reduce traffic jams, vehicular underpass has been proposed near Madan Mahal

Railway station. In addition over bridges to cross the Railway tracks have been proposed at

Garha Railway crossing, along bypass at Mohniya village, primary arterial between Adhartal and

Ranjhi Industrial area, primary arterial near Bahdan village (Kachpura) and along other (primary)

arterials connecting roads linking industrial area and catering to heavy vehicles.

* Geometric improvements are proposed for intersections at Damoh Naka, Tularam Chowk,

Karamchand Chowk, Ghamandi Chowk, Omti Chauraha, Andherdev Chauraha, Ranital

Chauraha, Nagar Nigam Chauraha, Ghamapur Chauraha, Madan Mahal Chauraha, Gorakhpur

and Russel Chowk.

* The DP-1991 had proposed the airport to be located near Tewar. However, this proposal has

been abolished under the DP-2005 and the existing airport at Dumna is proposed to be

developed by extension within acquired land at village Chakdehi. The link road connecting the city

with Dumna Airport passes through restricted area and needs to be developed.

* Railway station at Adhartal has been proposed. Commuter rail services are proposed to be

provided between industrial establishments connecting Kachpura & Panagarh. The Jabalpur-

Gondia line is proposed to be converted into broad gauge and Gwarighat, Howbagh, Jabalpur,

Khamaria, Ranjhi, Panagarh commuter red I services may be introduced.

* Regional bus stand is proposed at Madhotal over 10 hectares land. The existing bus stand near

Nagar Nigam is proposed to be converted into intra city bus terminal. In addition sub-regional bus

stands are proposed near Jabalpur Talab, Damoh Naka and Garha (near Paraswara Village).

* Intra city bus terminals are proposed at Gorakhpur and Howbagh railway station, Ranjhi,



19

Maharajpur (near village Kheri), Primary arterial at Kudwari, Patan Road (near Karmeta),

Dhanwantari Nagar (adjacent to proposed Transport Nagar), Medical college junction and Damoh

Naka over an area of 4 hectares each.

* Existing Railway Godowns at Madan Mahal and Jabalpur Main station would continue to function

in the future. In addition, Railway Godown has been proposed within Adhartal Railway land due

to its proximity with Kachpura Railway siding and industrial area.

* Transport Nagar over 15 hectares land has been proposed at Maharajpur. In addition truck

terminals over four to five hectares are proposed at Oriya, Sahdan, Kungwa, Paraswara and

Madhotal.

* In order to improve connectivity and efficiency over the central area network, the plan proposes

to develop orbital roads, which would be linked by north-south and east-west radials, through the

central area.

Review of the Development Plans indicate that the planned targets in DP-1991 could not be

achieved within the stipulated period due to various factors, primarily related to non-availability of

requisite funds and lack of effective coordination. As a result of non-development of targeted area

under residential usage, locations like Napier town, Wright town and Civil lines have witnessed

excessive growth in population densities. In addition Garha, Amanpur, Lakshmipur, area adjacent

to Damoh Road, Ricchai and Ranjhi have also witnessed growth in density levels.

Although a part of the ring road from south of Jabalpur upto NH-7 near Khairi has been

constructed, the other projects are yet to be completed. As a result, the north-south Purana

Mirzapur road within city limits witness’s severe congestion levels.

One of the major reasons for non-achievements of tile-planned targets has been slow or non-

implementation of a number of transportation projects identified in the DP-1991.

On the whole while the two Development Plans prepared for the city did attempt to regulate the

growth and development of the city with a certain degree of success, a lot remains to be desired

particularly with, respect to lack of integration between land use and transport system. Though the

Development Plan did emphasize that the efficient movement within the city can only be achieved

by evolving a functional land use pattern combined with efficient circulation plan, in actual practice,

this has remained a distant dream leading to imbalance between land use and transport system.



20

CHAPTER - 4

EXISTING TRANSPORT SYSTEM

4.1 EXISTING TRANSPORT SYSTEM IN THE CITY

The role of planning for traffic and transportation in Jabalpur at present rests with a number of

agencies, including Municipal Corporation, National Highways, State Highways, the Indian Railways,

Interstate bus operators, private bus operators, ete. More often than not, these agencies play key role

in transport service provision in an urban area.

The Municipal Corporation of Jabalpur (MCJ) is vested with maintenance and development of the

street network (Including National and State Highways) within away traffic management and

circulation system, the public transportation system, control of IPT, management of truck operations,

etc.

4.1.1 Vehicular Growth and Composition:

There are 5.48 lakh-registered vehicles up to Dec, 2010 at Jabalpur. The total number of registered

vehicles has grown at a CAGR of 9.0 per cent.

Table 4.1Vehicular Growths

S.No Year Total Number of Registered

Vehicles (Cumulative)

Annual Growth

Rate

1 1996-97 1,88,909 8.7

2 1997-98 2,04,831 8.4

3 1998-99 2,27,545 11.1

4 2000-01 2,50,129 9.9

5 2001-02 2,71,305 8.5

6 2003-04 3,57,466 7.1

7 2004-05 3,85,671 7.9

8 2005-06 4,17,679 8.3

9 2006-07 4,20,069 5.70

10 2007-08 4,49,279 6.95

11 2008-09 4,99,534 11.18

12 2009-10 5,48,121 9.7

*Source: RTO, Jabalpur



21

Table 4.2 (A) Total Number of Registered Vehicles As on quarter ending Dec 2010 of Jabalpur

S.No. Class of vehicles Total No. of

registered

vehicles on the

closing day of

previous

quarter ending

Total no of

registered

MV during

the

quarter

Total No. of MV

registration

canceled or

transferred to

other province

of country

Total No. of

registered

MV quarter

ending

Total No.

of R.C.’s

that been

surrender

to the

R.A.

Remarks

1 2 3 4 5 6 7 8

1 Goods Vehicles

1. Multiaxled and

Articulated vehicle

Private Sector 2455 173 - 2628

Public Sector - - - - -

2. Medium and Heavy

Trucks and Lorries

Private Sector 7019 67 74 7012 -

Public Sector - - - -

3. L.C. Vs. (Four

Wheelers only)

Private Sector 4292 248 01 4539 -

Public Sector - - - - -

4. L.C. Vs. (Three

Wheelers only)

Private Sector 4847 110 - 4957

Public Sector

Passenger Vehicles

Full Bus (Over 30+1)

1. M.P.S.R.T.C.

A. Ordinary 316 - - 316

B. Deluxe - - - -

C. Other’s

A. Ordinary 339 05 12 332

B. Deluxe 44 01 - 45

B Mini Busses

(a) Upto 12+1 7436 176 7512

(b) 12+1 to 30+1 823 12 04 831

(c) Motorcab 1887 142 01 2028



22

d. Tempo

(a) Upto 6+1 76 - - 76

(b) Over 6+1 498 - - 498

(c) Autoricshaw 5886 204 03 6087

2. Two Wheelers

1. Motor cycle Scooter 340779 10265 437 350607

2. Mopeds (Auto cycle

etc.)

103495 34 - 103529

3. Cars 35199 1602 208 36593

4 Jeeps 2081 - - 2081

5. Tractors 11544 207 08 11743

6. Troli 2980 09 - 2989

7. Other Vehicles 3595 24 01 3618

Total Vehicles 535591 13279 749 548121

* Source- R.T.O Jabalpur

4.1.2 Road Net Work Characteristics:

National Highway No.7 cuts across the city from north to south. This road is encroached and highly

congested, forming one of the principal arterial roads of the city.

A bye pass branches off from NH 7 in the north and runs all the way to the southwest, crossing the

state highways and reaching NH 7 once again. The original alignment of NH 7, which ran through the

heart of city, is now completely by-passed.

The road network is constrained by a railway line that runs along the central ridge of the city. The

cantonment lying to the east of the railway line is connected to the main town, which lies to the west of

the railway line, via four grade-separated rail crossings. However, to the north and south of the town,

grade-separated crossings are limited to a few locations. At-grade crossings still pose major hurdles for

free-flowing traffic.

The Jabalpur Development Plan, 2011 document prepared in 2005 calls for some major up gradation

of the road network in the areas between the core city and the newly formed by-pass road.

Table 4.3 Parking Duration of Vehicles

Location Stretch Parking Duration

2W Car Auto Tempo LCV HCV Buses

Andherdev Marg Tularam Chowk & Bhargav Chowk 46.6 30.0 15.0 0.0 7.5 0.0 0.0

Jabalpur Bus

Stand

0.0 0.0 0.0 0.0 0.0 0.0 73.7

Civic Center Hotel Tarang & Rajdhani

Restaurant

53.0 50.5 15.0 0.0 0.0 7.5 0.0

TCPO to Prakash Collection Shop 40.9 38.9 22.4 0.0 7.5 0.0 0.0

Favvara Chowk Lordganj Police Station and

Favvara Chowk

38.6 34.0 32.7 0.0 0.0 0.0 0.0

Favvara Chowk to Kamania Gate 38.4 32.8 45.0 0.0 0.0 0.0 0.0



23

Bhargab Chowk to Favvara Chowk 34.4 44.7 20.0 7.5 37.5 0.0 0.0

Favvara Chowk & Mandi Chowk 28.0 35.0 18.5 7.5 0.0 0.0 0.0

In front of

Jabalpur Bus

Stand

Section in front of Jabalpur Bus

Stand

47.9 50.2 36.2 21.4 20.6 7.5 0.0

Jayprakash

Narayan Marg

Malviya Chowk to Super Market 34.9 43.4 20.5 15.0 37.5 0.0 0.0

Super Market to Lordganj Pokice

Station

45.5 51.7 18.8 0.0 0.0 0.0 0.0

Sadar Market Intersection to Playground 42.4 35.8 44.4 0.0 15.0 0.0 0.0

Post Office to Intersection 57.5 42.8 22.5 0.0 21.0 15.0 0.0

Karamchand

Chowk

Karamchand Chowk to Tularam

Chowk

32.2 41.1 23.0 0.0 7.5 0.0 0.0

Karamchand Chowk to Badi Omti 35.7 46.2 26.9 7.5 15.0 7.5 0.0

Karamchand Chowk to Rajeev

Gandhi Chowk

36.7 36.0 37.7 0.0 7.5 0.0 0.0

Karamchand Chowk to Malviya

Chowk

36.8 24.5 15.0 0.0 7.5 0.0 0.0

Shastri Marg Nagar Nigam Chowk to Navbharat

Press

20.0 25.0 18.8 15.0 7.5 0.0 0.0

Shastri Marg Navbharat Chowk to Bloom Chowk 39.0 69.1 45.8 33.0 75.0 118.6 0.0

Victoria Marg Badi Omti Chowk to Tularam

Chowk

36.5 48.4 26.8 0.0 0.0 0.0 0.0

4.1.3 Area Wise Road Network

The appreciation of road network characteristics is important to assess the existing capacity level of

the roads, identify the problems if any and assess the scope of improvement or upgradation of the

network to cater to the existing and future traffic demand. For the present study a detailed inventory of

323 km has been carried out, out of which 63.9%, 6.16% and 21.83% of roads passes through

Corporation, Cantonment and Villages respectively, About 8.1 % of roads presses through OFK, GCF

& VFJ area combined together.

4.1.4 Total Road Length

The city contains a dense network of roads. A detailed inventory survey of about 323 km of roads has

been carried out for the entire study area. The analysis is done at four spatial levels.

1- Corporation area

2- Cantonment area

3- Vehicle factory, Jabalpur (VFJ), Ordnance factory, Khamariya (OFK) and Gun Carriage factory (GCF).

4- Villages

The road network inventory data was analyzed in terms of the parameters like type of road, Right of Way

(ROW), carriageway, type of pavement, service lane availability, on street parking, service lane

availability, drainage facilities, footpath and street lighting facilities.



24

Table 4.4 The distribution of total length of the road passing through different spatial units of

the study area.

Name of Area Total Length of Roads

(In Kms.)

Corporation 206.5

Cantonment 19.90

Villages 70.50

OFK, GCF & VFJ 26.10

Total 323.00

4.1.5 Type of Road

Distribution of road length by type of road shows that about 35.7% of roads in the Corporation area

are arterial roads while in the Cantonment and OFK, GCF & VFJ area 10.7% and 36.7% respectively.

Nearly 64% of the roads are of arterial type in the village area.

Table 4.5 Distribution of road length by type of road (in%)

Type of

classification

Road Length

Corporation Cantonment Village OFK, GCF & VFJ

Arterial 35.7 10.7 64.0 36.72

Sub Arterial 27.6 32.3 31.8 21.30

Collector 29.4 44.9 2.8 41.98

Local 7.3 12.0 1.3 0.00

Total 100.0 100.0 100.0 100.0

4.1.6 Right of way (ROW)

The study shows that nearly 18% of road in study area have ROW above 30m and nearly 82% of

roads in study area have ROW below 30m. It can be observed from Table that about 90.8% of roads

in the Corporation have ROW below 30m and in the Cantonment area 93.6% of the roads have ROW

30m, whereas in village 49% has ROW below 30m. In the ordinance factory, vehicle factory and GCF

area, 86.6% have ROW below 30m.

Table 4.6 Distribution of Road Length by ROW (in%)

Road (m) Road Length


Upto 10 13.34 16.90 10.47 25.29

10 to 15 22.33 28.25 26.89 40.12

15 to 20 21.09 25.03 4.04 13.50

20 to 30 34.12 23.50 7.61 7.73

30 to 40 4.91 6.34 15.90 13.35

40 to 60 4.21 0.00 35.08 0.00

Above 60 0.00 0.00 0.00 0.00

Total 100.0 100.0 100.0 100.0



25

4.1.7 Service lane Availability

There is no provision of service lane in almost the entire road network in the study area. This causes

the local traffic to use the main network for its movement, which affects the level of service on the

network.

4.1.8 Occurrence of On-street Parking

On-street parking reduces the carriageway width for the traffic movement thereby resulting in the loss

of traffic carrying capacity of the road network. It has been observed that nearly 70% of road network

in the entire study area has on street parking with the majority falling in the corporation area. Nearly

83.2%, 46.8% and 55.8% of the roads in the Corporation, Cantonment and Village area respectively

shows the phenomena of on street parking. About 38% of roads network has on street parking in the

OFK, GCF & VFJ area. Table shows road length distribution by occurrence of On-Street Parking.

Table 4.7 Distribution of Road Length by Occurrence on –Street Parking (in %)

On-Street parking Road Length


On both sides 81.8 44.2 55.0 32.64

One side 1.4 2.6 0.8 4.54

Not observed 16.8 53.1 44.2 62.83

Total 100.0 100.0 100.0 100.0

In the Corporation area major parking is observed in the Central area, which includes roads such as:

1- Victoria Marg

2- Jayaprakash Narayan Marg

3- Four arms of Tularam Chowk

4- Favvara Chowk

The area around Favvara Chowk shows large amount of on street parking and in absence of

adequate ROW coupled with encroachments by shops and street side vendors, seriously affects

movement of traffic.

4.1.9 Type of Pavement

Distribution of road length by type of pavement shows that most of the roads in the study area are

bituminous paved and very few of them are concrete roads. It can be seen from the Table that all the

roads in the cantonment are of bituminous type.

Table 4.8 Distribution of Road Length by Type of Pavement

(in%)

Pavement

Type

Road Length


Bituminous 94.8 100 98.7 100

WBM 0.0 0 0.0 0

Concrete 5.2 0 1.3 0

Others 0.0 0 0.0 0

Total 100.0 100.0 100.0 100.0



26

4.1.10 Pavement Condition

Analysis of the condition of the roads in the study area in terms of extent of surface cracking, rutting,

undulation and bumps, potholes, patches etc reveal that the general quality of network is good. The

overall quality of roads is very good in the Cantonment areas. Table shows the distribution of road

length by condition of pavement.

Table 4.9 Distribution of Road Length by Condition of pavement (in%)

Pavement

Condition

Type

Road Length in

Corporation

Road Length in

Cantonment area

Road Length in

Villages

Road Length in

OFK, GCK&VFJ

Exce

ss

ive

Med

ium

Low Tota

l

Ex

ce

ss

ive

Med

ium

Low Tot

al

Exce-

ssive

Med

ium

Lo

w

Total Exce

ssive

Med

ium

Low Total

Surface

Cracking

10.1 50 39.8 100 0.0 22.3 77.7 100 28.9 27.2 43.9 100 18.0 34.8 47.3 100

Rutting 10.1 49.8 40.0 100 0.0 22.3 77.7 100 28.9 27.2 43.9 100 18.0 34.8 47.3 100

Undulation

and bumps

11.1 49 39.8 100 0.0 22.3 77.7 100 28.9 27.2 43.9 100 18.0 34.8 47.3 100

Potholes 11.6 48.5 40.0 100 0.0 22.3 77.7 100 28.9 27.2 43.9 100 18.0 34.8 47.3 100

Patches 11.6 48.5 40.0 100 0.0 22.3 77.7 100 28.9 27.2 43.9 100 18.0 34.8 47.3 100

4.1.11 Major Transport Nodes:

Jabalpur City is connected to other parts of the state and country by road and railway line. National

Highway NO.7 connecting Varanasi and Nagpur traverses the city from north to south. National

Highway No. 12, leading to Jaipur links the city to Bhopal and the western part of the state and

country. The city is also wellconnected to other regional nodes like Damoh, Dindari. National highway

No.12 A connects the city with UP border via Tikamgarh and Prithvipur on North West and

Chhatishgarh border via Mandla.

In terms of railway linkage, Jabalpur lies on the Mumbai-Kolkata (via Allahabad) trunk railway route

and is the zonal headquarter for-the railways. Jabalpur is also connected to Balaghat and Gondia

towns by a narrow-gauge railway line, which is undergoing up gradation to broad gauge.

However, in terms of connectivity by air, the city has limited options with only one flight operating

between New Delhi and Jabalpur.

4.1.12 Pedestrian and NMV Facilities

Leaving few roads, all other roads lack footpath availability and marking of Zebra Crossings for the

pedestripn movements. On roads of the city no separate lane is provided/earmarked for the NMV.

4.1.13 Traffic Management

As part of its traffic management initiatives, MCJ installed traffic signals. MCJ, in consultation with the

Traffic Police, has designated some road corridors in the core city area as one-way traffic corridors.

These roads are very narrow and their capacities are further reduced by on-road parking and

significant pedestrian traffic and slow moving vehicles.

It needs to mention, that such initiatives are ad hoc. They do not form part of a comprehensive traffic

management plan. In a bid to' improve some of the major corridors which have significant commercial

land use, MCJ has identified. Such road stretches, including intersections, for improvement.



27

It is evident from tne results of the household survey, that walking is the most preferred mode of

travel (39 percent of households cited walking as their mode of travel). Yet, most of the roads in the

city do not have footpaths, which forces people to walk and the roads. Movement of people on the

roads has led to lower speeds of traffic. There is increased risk of accidents as well. It is reported that

over 50 per cent of the fatal road accidents of Jabalpur involved trucks. As a principle, trucks have

been banned on the arterial roads in Jabalpur during morning and evening peak traffic periods the

trucks are forced to use the by-pass roads. For Jabalpur-bound trucks, proper truck stand is required

to be constructed termed as Transport Nagar as detailed in the development plan.

There are no organized on street marked parking arrangements in any of the major commercial

areas of the city. Most of the core market areas of the city are characterized by narrow roads with a

high proportion of pedestrian and slow moving traffic. The capacity of the roads is further reduced by

vehicles parked on the roadsides. The multi levels parking adjoining core city area are must.

4.1.14 Traffic Characteristics:

The pre dominant mode of travel (motorized) in Jabalpur, like in most other cities in India is two-

wheeler and household modes of travel used for work trips. As per survey results 65 percent of the

respondents use non-motorized modes of travel to work place (by walk, bicycles and cycle rickshaw}.

About 24 per cent use two-wheelers and only 7 per cent of the respondents depend on public

transport.

The public transport mode is serviced by private transport operators through mini-buses and three-

wheeler tempos - there is no Government run public transport system in Jabalpur.

Table 4.10 Modes of Travel

Mode of Travel Number of Respondents

Walk 613

Bi-cycle 350

Cycle Rickshaw 65

Scooter/Motor Bike 377

Auto Rickshaw 18

Car 54

Public Transport 110

Total 1,587

*Source: CDP, Jabalpur

4.1.15 Travel Time Distribution -

Based on the primary household survey the average trip duration is less than 15 minutes for a

majority (over 50 per cent of respondents) of the households surveyed. About 30 per cent of the

respondents indicated an average trip duration of 15 to 30 minutes. Therefore, the average trip

duration of all the respondents works out to about 20 minutes - this includes walk trips as well.

Table 4.11 Average Trip Duration

Trip Duration

(minutes) % Respondents

< 15 52.6

15 to 30 31.2

30 to 60 10.7

> 60 5.5

Total 100.0



28

4.1.16 Intercity Bus Transport:-

The inter-city bus terminal at present is located in the central area of the city (off Model Road) and is

not adequate in terms of its bus handling capacity. It is necessary to have a new terminal in the city to

Facilitate passenger access. Existing Bus terminals also required upgradation.

4.1.17 Intermediate Public Transport:-

In absence of adequate public transport system the large intercity passenger demand is

catered by 300 auto rickshaws, 80 private buses and 3000 cycle rickshaws.

The predominant mode of IPT is the cycle rickshaw. It is reported that there are at least 3,000

licensed and unauthorized cycle rickshaws in Jabalpur. Auto rickshaws also constitute a small portion

of the IPT share. Given the nature of cycle rickshaws: that are slow and always obstructing fast

moving vehicles, it is easy to suggest that this mode should be phased out. A number of people's

livelihood, however, depends on cycle rickshaws. They are also non-polluting in terms of, air and

noise pollution and hence it would he a good idea to retain them. However, the number and their

areas of operation need to be restricted.

4.1.18 Traffic Safety

Lack of traffic sign and markings traffic signals, segregation of slow moving and fast moving traffic,

footpaths for pedestrian, good road surface proper parking space and proper traffic management

makes our road unsafe for traffic. Successful tackling of these problems will ensure safer journey on

the roads.

4.1.19 Existing Transport System in the City

The transport system in the city comprising of mini buses and 3 wheeler tempos is entirely run by

private operators. There are a total of five routes for mini buses and three for tempos, mostly

originating from the city centre and connecting to the fringe area of the city. In terms of fleet size,

there are about 550 registered mini buses and tempos. Existing city Bus routes are shown below in

Table 4.12

Table 4.12 Existing City Bus Route

S.No. Route No. Route

1. 1 Gwarighat to Railway platform no. 4 via Shastri Bridge

2. 2 Karmeta to Sai Baba Mandir via Baldevbagh collectorate, Ghampur,

Kanchghar chowk, Ranjhi

3. 3

4. 4 Agriculture College to Gohalpur via Adhartal, Raddichowk, Madan

Mahal Railway Station.

5. 5 Tilwaraghat to Gour Tiraha via Medical College, Madan Mahal.

The share of public transport to total trips is very low (only seven percent). This is not usually case in

other terms. Usually public transports account for the bulk of daily trips and could be between 40 to

70 percent.

The system of private bus operators does have many problems such as:

• Poor quality of service and comfort to passengers

• Lack of proper bus stations with basic amenities

• Reckless driving by private operators



29

• Rampant overcrowding of buses

• No scheduled departure or arrival timings - there is no specific waiting time for buses at

various bus stops, buses halt at a stop until they are filled with passengers Inadequate

coverage of city - private bus operators run more on market demand and Will not run

buses to outlying areas that may not have sufficient passengers and Commuter safety is

totally ignored.

• Inadequate coverage of city.

• Comuter safety is totally ignored.

As per the household survey conducted in the.city, people's access to the public transport system is

limited as the system covers very few areas of the town. A majority of commuters have to walk a long

distance to access the system. About 27 per cent of the city's population is not covered at all by

public transport (bus stand to reside'nce distance of over 2 kms).

4.2 Issues and Prospects

The city road network system lacks functional hierarchy. The central area road network has restricted

capacity due to high concentration of commercial activities and encroachment by hawkers. A number

of uncontrolled intersections affect the smooth operation of traffic. Peripheral area, on the other hand

has inadequate road network system, although most of the new developments are spread along

these radials. This situation has resulted in traffic congestion on the city road network system.

Presence of Cantonment area in the middle of Jabalpur Planning Area acts as a barrier to the

development of eastern part of the city comprising Umariya, Bhita, Sukhlalpur, Chakdehi, Dumna

(Aerodrome area) etc. A good road network system connecting these areas, without affecting the

Cantonment security, is essential to encourage overall development in this area.

Parking, particularly within the central area, needs special attention. There are limited organized and

off-street parking facilities in the city. Available parking facilities are not sufficient to meet the demand

and this has led to chaotic situation in the city. As a result, vehicles are parked irregularly, occupying

footpaths and precious road space, thereby reducing effective road space for traffic movement.

Poor intersection geometrics, absence of channelisers, lack of control and poor sense among road

users have resulted in chaotic situations at the intersections. Most of the roads in the central area

experience congestion due to encroachments and commercial activities. Lack of adequate facilities

for vegetables and flower markets have resulted in hawkers occupying the precious road space.

Lack of exclusive pedestrian facilities in the city core area results in significant vehicular-pedestrian

conflicts, thereby exposing pedestrians to risk of accidents and delays to vehicular traffic.

Pedestrians and vehicles share the same road space, often leading to unsafe and uncontrolled

crossing of pedestrians. Stray animals on the roads and within the intersection area is also a major

problem affecting smooth flow of traffic.

At present 3 ROB's, 2 RUB's and 3 level crossings provide access across the railway line. Of the

three ROB's, TWo are widely used. Tne two RUB's have low vertical clearance, thus heavy vehicles

are banned at these locations. Poor road surface with water logging is a regular feature during rainy

seasons. Two level crossings at Gorakhpur and on Garha road witness severe congestion due to

high level of activities and presence of intersections on either side of the Railway crossing.

Influence of slow moving traffic is noteworthy on the city road network. Absence of exclusive tracks

for slow moving vehicles has resulted in slow moving vehicles sharing the road space with fast



30

moving vehicles thereby affecting stream speeds.

The city lacks a well-developed organized public transport system that can effectively canter to the

mobility needs of the city dwellers and promote desirable urban from/structure and direction of growth

to the city. The present public transport system comprises of tempos and minibuses, which are highly

unorganized. Selection and introduction of appropriate technology, with proper routing and scheduling

is extremely vital to meet the future travel demand of the city.

4.3 Accidents

The city of Jabalpur witnessed about 1317 accidents in the year 2009, with about 466(35.4 percent)

involving two wheelers, 291 (22.1 percent) involving cars/jeeps, 192 (14.6 percent) involving trucks,

150 (11.4 percent) involving buses/minibuses and 149 (11.3 percent) involving three wheelers. These

accidents resulted in 78 deaths and 1351 injuries to road users. Amongst fatal accidents, about 50

percent involved trucks. Fatal accidents are generally observed along arterial roads near city

boundaries and at busy intersections. The past trend in growth of accidents within the city corporation

is tabulated below in table 4.13.

Table 4.13 Trend in growth of Accidents

Year Total

Accidents

Fatal

Accidents

Non-fatal

accidents Deaths

Number of

injured

persons

1991 778 62 716 64 594

1992 627 75 552 75 516

1993 504 40 464 43 437

1004 587 50 537 53 549

1995 681 70 611 75 679

1996 715 72 643 73 674

1997 800 78 722 84 755

1998 878 107 771 116 852

1999 827 72 755 85 804

2000 879 49 830 53 920

2001 870 72 798 73 840

2004 1045 83 999 64 1082

2005 1212 94 1165 96 1259

2006 1289 132 1196 80 1328

2007 1308 81 1221 85 1342

2008 1288 75 1207 79 1349

2009 1317 76 1233 78 1351

*Source: Traffic Police, Jabalpur

4.4 Transport System

The city had about 5.4 lakh vehicles in the year Dec 2010, registering an annual growth rate of 8.26

percent per annum in the last decade. Amongst the total vehicles, two wheelers comprise about

60.42 percent, while cars and jeeps about 29.16 percent. The mode-wise registration data of vehicles

for the last five years has been presented in Table.



31

Table 4.14 Year wise Vehicle Registered Data

Period

Auto

ricks

haw

Two·

Whe

eler

Mope

d

Cycle

Car

Jeep

Multi

Axle

Med.&

Heavy

Goods

Light

Goods

Vehicle

Bus Mini

bus

Motor

Cab Tempo

Tractor

Trailer Other Total

1997 to 1998 118 8489 4481 919 3 693 377 31 557 17 2 589 13 16289

1998 to 1999 242 10396 4316 998 11 208 280 24 341 18 18 443 21 17316

1999 to 2000 383 5501 13290 143 0 243 242 19 607 30 14 789 27 22584

2000 to 2001 329 5374 12313 1465 0 182 228 16 474 26 4 716 49 21176

2001 to 2002 214 12602 4855 921 0 193 190 4 373 39 8 719 47 20165

March 2007 4297 251674 103026 22798 462 7052 6026 686 6257 944 579 12916 3347 420069

March 2008 4607 274688 103213 25976 1006 7146 6895 686 6640 1069 579 13372 3397 449279

Source: RTO Office, Jabalpur

The role of public transport is marginal in the context of overall transport system. It is understood that about

450 minibuses and 300 tempos presently operate within the city area providing public transport services.

These services operate outside the central area and provide connection up to the bus stand in the core area

of the city. At present these services operate on six routes and do not follow any fixed schedule for

operations. Most of these are operated from the bus stand. In addition about 3000 cycle rickshaws and 300

auto rickshaws provide IPT services within the urban area.



32

CHAPTER – 5

ANALYSIS OF EXISTING TRAFFIC / TRANSPORT SITUATION

5.0 FIELD DATA COLLECTION ACTIVITIES

The traffic survey for establishing data base and to appreciate the existing traffic characteristic were

conducted during the period February – June 2007. A number of traffic and transportation surveys

were conducted as a part of study in order to asses the passenger and good movement pattern,

travel characteristics, pedestrian and parking characteristics and the available infrastructure facilities

within the study area. The data collection activities included classified traffic volume count surveys,

origin destination surveys, road inventory surveys, household travel surveys, public and IPT operator

surveys, Parking surveys, pedstrian surveys, terminal surveys. In addition significant data from

secondary sources pertaining to land use, demographic, socioeconomic characteristics public

transport system etc. was also collected as a part of the data collection activity.

Data collected through such extensive fieldwork will be used for appreciating the existing traffic and

travel characteristics, and for calibration and validation of travel demand and land use models for the

base year. This chapter deals with the survey preliminaries, nature and extent of fieldwork under

taken and the preliminary surveys finding for appreciating the existing traffic characteristics within the

Jabalpur study area.

5.1 Traffic Analysis

5.1.1 Zoning System

For better understanding of travel pattern within the study area and its interaction with regions

external to this area, a total of 102 zones, called Traffic Analysis Zones (TAZs) have been identified.

The zoning system has been developed based on network connectivity and importance of town/region

with respect to Jabalpur Urban Area. These 102 zones have been demarcated within the study area

spread over the district, state of Madhya Pradesh.

Considering the ease in obtaining the required zonal information, administrative wards have been

adopted as TAZs within the corporation area, which account for 60 zones. Traffic study

characteristics thus comprises of 60 zones in Corporation Area, 11 within Cantonment Board, Vehicle

and Ordinance factory area and 31 zones within surrounding villages in Jabalpur Planning Area.

Table 5.1 Internal Zones

S.No. Details Population(Thousands)

Jabalpur Municipal Corporation

1 Kamala Nehru 11.77

2 Subhadrakumari Chowhan 14.22

3 Swami Dayanand Saraswathi 14.72

4 Jayaprakash Narayan 9.25

5 Syama Prasad Mukhariee 16.02

6 Jawharlal Nehru 9.44

8 Dr. Ram Manohar Lohiya 11.03

9 Pandit Bhavani Prasad Tiwari 11.80



33

10 Kasturiba Gandhi 9.71

11 Swami Vivekananda 17.66

12 Charital 20.48

13 Mahatma Gandhi 34.92

14 Jawahar Ganj 9.68

15 Laomanya Balgangadhar 9.13

16 Ravindranath Tagore 9.40

17 Maharsi Aravind 12.29

18 Swaramai 13.58

19 Hanumantal 12.74

20 Pandit Motilal Nehru 9.71

21 Sardar Vallab Bhai Patel 9.26

22 Dr. Rajendra Prasad 8.10

23 Pandit Dindayal Upadhyaya 15.47

24 Rajiv Gandhi 26.97

25 Govind Vallabh Pant 16.27

26 Maulana Abdul Kalam Azad 11.69

27 Dr. Sarvapalli Radhakrishnan 14.41

28 Acharya Vinobabhave 14.82

29 Seetalmai 12.84

30 Sanjay Gandhi 12.89

31 Dwaraka Prasad Misra 14.07

32 Seth Govind Das 14.09

33 Siddha Baba 11.15

34 Subash Chandra Bose 16.06

35 Lal Bahadur Sastri 34.88

36 Takkar Gram 23.87

37 Sahid Ashafok Ali 26.79

38 Dr. Jakir Hussen 14.85

39 Chittaranjan Das 19.77

40 Deevan Adhar Sinha 23.28

41 Ghokulpur 25.45

42 Ambedkar 16.18

43 Sahid Bhagat Singh 23.54

44 Chandra Sekhar Azad 19.38

45 Lala Laiapati Rai 17.60

46 Dr. GonJe Hisalwa 20.66

47 Narasimha 12.68

48 Virsavarkar 12.93

49 Garha 19.34

50 Indira Gandhi 30.46



34

51 Rani Durqavathi 16.55

52 Madan Mahal 20.40

53 Guoteswar 18.36

54 Banarasidas Bhanoth 14.74

55 Giriraj Kishore 15.16

56 Sahid Gurian Singh 24.81

57 Tripuri 17.97

58 Sankash 23.51

59 Gwariqhat 27.11

60 Rani Laxmi Bai 22.21

Jabalpur Cantonment Board & Vehicle Ordinance Factory Area

61 Cantonment Ward-1 16.89






67 Part of Cantonment Ward-7, Cheetapar 4.94

68 Part of cantonment Ward-7, Karonda 4.94

69 Panchari, Vehicle Factory zone 20.19

70 Chandeli, Jheria 0.00

71 Khamharia, Tiqhara, Ghana, Bargawa 25.19

Villages in Jabalpur Planning Area

72 Bahari, Kunda, Chhitapar, Pipariya 1.97

73 Tevar 3.08

74 Padua, Pindrai, Vikrampur 1.68

75 Kanqwa, Aduva 1.63

76 Bahdan 0.94

77 Basaha, Lamti, Raksa 0.97

78 Simariva, Rengva, Kachneri 1.89

79 Karmeta 5.04

80 Nandan Rosara 0.00

81 Oriva 1.61

82 Riwzha, Kathonda 1.51

83 Khiriva Kalan 0.82

84 Amkhera, Kudwari 3.47

85 Khiriva Khurd, Khajuri, Gurda, Chanti 1.22

86 Maharajpur 6.70

87 Hathana, Khairi 2.50

88 Suhaqi 7.49

89 Pipariva, Kandara Kheda 3.48



35

90 Kawalari, Lamti 0.60

91 Ema, Pipariva 3.54

92 Ricchai 19.12

93 Madhai 8.83

94 Bilpura 16.13

95 Mohania 2.66

96 Pipariva, Son pur 7.29

97 Umariya 2.75

98 Dumna, Cheqdehi 0.27

99 Mahgava, Kota, Sukhlalpur 0.00

100 Tilhari, Bhatoli 0.00

101 Pareswar 3.15

102 Manegaon 7.81

Total 1250.10

5.1.2 Identification of Screen and Cordon Lines

An imaginary line representing the boundary of the study area is termed as the cordon line.

Similarly imaginary lines along the physical and natural barriers, having few road crossing points

within the study area are termed as screen lines. The following screen lines have been identified:-

1. The north south screen line has been identified along the Allahabad-Jabalpur-Gondia

Railway Track.

2. The east west screen line has been demarcated along the Itarsi-Jabalpur railway track upto

to Satpula Bridge and thereafter along the Kundam Road (SH-22).

An imaginary line engulfing the study area and representing the boundary of the study area has beein

identified as the outer cordon line. The identified inner cordons, act as a boundary to the internal CBD

and the screen lines .

5.1.3 Secondary Data

The secondary data have been collected to describe:

* Characteristics of existing demand for travel.

* Existing supply of transport infrastructure including fleet size, operation, cost, performance,

regulation and utilization.

* Demographic and socio-economic characteristics.

* Present and proposed land use patterns.

* Planned transport investments, policy changes and other government actions.

* Funding sources and expected funds available for transport improvements.

While planning level (land use, demographic, socio-economic) and transport policy related information

is largely available from secondary sources, a number of primary surveys have been undertaken to

obtain information on network, system and travel pattern etc.



36

5.2 Primary Survey

The following primary traffic surveys were conducted for appreciating the existing traffic and travel

demand characteristics and to prepare the transport infrastructure improvement plans:

i) Road Inventory Survey

ii) Speed and delay survey

iii) Classified traffic volume count survey

iv) Origin – destination survey

v) Public transport operator survey

vi) Intermediate Public transport (IPT) user survey

vii) Parking Survey

viii) Pedestrian Survey

ix) Intersection turning movement survey

x) Terminals survey

The brief methodology adopted, locations, nature and extent of data collection during each of the

above-mentioned surveys has discussed below.

5.2.1 Road Inventory Survey

The objective of this survey was to asses the physical characteristics and condition of roads within the

study area, identify physical constraints and bottlenecks, asses potential capacity and identify the

extent for its future development/ improvement. About 323 Km. of primary road network was identified

for road inventory within the study area. The road network was categorized in terms of arterial, sub-

arterial and collector road. The survey was conducted by traveling along the identified road network

and by collecting details on road characteristics by visual evaluation, inspection and physical

measurement. The road network include for study has been given as under:

The data collected include right of way availability, carriageway width and surface type, abutting land

use, utility and services (on surface), on street parking and condition of drains, tree (within ROW),

traffic control and management measures and other special features.

The following data is extracted from the road network inventory surveys:

* Road geometric in terms of cross sectional elements.

* Existing street infrastructure in-terms of street lighting, guard rail etc.

* Traffic regulation and management measures.

* Existing capacity levels, LOS bottleneck zones.

* Existing and potential capacity of the link.

* Potentials, problems and constraints for traffic management plans.

* Identification of existing road hierarchy.

5.2.2 Speed and Delay Survey

Journey speed is one of the most, defining characteristics of traffic and its measurement is essential

in transport planning to evaluate the road network system, to provide vital inputs to travel demand

modeling and assist in economic analysis of improvement plans.

As a part of the present study, 323 Km of road network in the city was identified and the speed and

delay survey was carried out both in peak and off peak hours by "Moving Car Observer Method". The

network consisted of 356 nodes and 418 links. The data collected was analyzed to assess the speed

characteristics along the identified road network and identify locations and size of delay.



37

5.2.2.1 Spatial speed profile

Spatial analysis of speeds on the road network indicates that there is a marked difference in

average speeds between the VFJ and GCF areas and the rest of the study area. Distribution of

road length by journey speeds is presented in Table 5.2.

Table 5.2 Percentage Distribution of road length by journey speeds

Journey Speed

(Km./hr)

Road Length (%)

Corporation Cantonment Villages OFK/VFJ/GCF

Up to 10 16.72 3.34 7.68 0.00

>10 and <=20 52.05 74.45 55.37 6.36

>20 and <=30 23.94 11.28 24.72 57.22

>30 and <=40 3.47 3.23 8.37 29.67

>40 3.82 7.70 3.86 6.75

Total 100 100 100 100

The average speed in the study area has been found to be 18.83 kmph. Majority of city road network

has an average traffic speeds between 20 to 30 kmph. Nearly 68 % of the roads in corporation area

have speeds less than 20 kmph. It has been observed that the speed of the traffic in the OFK, GCF

and VFJ is much more than the rest of the study area suggesting the better conditions of the roads in

those parts of the study area.

5.2.2.2 Speed profile by Carriage width and type

Low speeds on city corridor are basically due to the congestion and inadequate carriageway widths.

Distribution of road length by carriageway width and average speed is presented in Table 5.3.

Table 5.3 Distribution by Carriageway and average Speed

Carriageway

Width

Speed (Kmph)

Upto 10 >10& <=20 >20 & <=30 >30 & <=40 >40 Total

Single Lane 5.96 71.00 15.99 3.96 3.08 100.00

Intermediate Lane 23.04 35.73 36.17 1.61 3.45 100.00

2 Lane 19.14 47.35 20.68 8.20 4.62 100.00

3 Lane 9.73 45.71 39.57 2.33 2.66 100.00

4 Lane 5.77 62.98 28.93 2.33 0.00 100.00

More Than 4 Lane 3.32 68.40 11.77 5.85 10.66 100.00

It can be observed from the above table that low speed prevails on less configuration roads having

inadequate carriageway width. In general high average speeds have been observed on divided roads

than on undivided roads. Distribution of road lengths by type of carriageway and speed has been

presented in Table 5.4.

Table 5.4 Distribution of Road Length by Speed and type of Carriageway

Carriageway

Width

Speed (Kmph)

Upto 10 >10& <=20 >20 & <=30 >30 & <=40 >40 Total

Undivided 14.17 53.30 23.35 5.08 4.10 100.00

Divided 6.42 45.98 38.98 8.62 8.62 100.00



38

The distribution by speed and road classification shows, as it can be observed from Table 5.5 that in

general the arterial roads have more traffic speed than the sub-arterial and the collector roads.

Table 5.5 Distribution of Road Length by Speed and Road Classification

Carriageway

Width

Speed (Kmph)

Upto 10 >10& <=20 >20 & <=30 >30 & <=40 >40 Total

Arterial 18.55 43.84 27.65 6.35 3.61 100.00

Sub-Arterial 10.32 64.59 16.86 5.73 2.51 100.00

Collector 10.94 59.2 25.19 1.52 3.16 100.00

5.2.3 Classified Traffic Volume Count Survey

These surveys were conducted in order to appreciate the traffic characteristics in terms of volume,

composition, peak hour and directional split at individual survey locations at the cordon & screen

lines.

5.2.3.1 Outer Cordon Survey

Classified Traffic Volume count surveys at the outer cordon were conducted for 24 hours on a typical

working day to identify locations with high intensity of traffic at the cordon line. In all, seven locations

were identified along the outer cordon to obtain hourly mode wise traffic at individual locations.

The locations included for outer cordon survey as schedule for conducting of surveys, is presented in

Table 5.6.

Table 5.6 Locations and Schedule of Cordon Survey

Location Id Road Locations Date

OC1 Damoh To Jabalpur Karmeeta (SH-7) 21st

June 2007

OC2 Patan To Jabalpur (Near By -Pass) 18th June 2007

OC3 NarsinghPur To Jabalpur (N.H.-12) 19th June 2007

OC4 Nagpur To Jabalpur (Tilwara Bridge N.H.-7) 22th June 2007

OC5 Mandla To Jablapur (Gour Bridge) (N.H.-12 A) 20th June 2007

OC6 Kundla Road To Jablapur (Khamariya) 15th June 2007

OC7 Katni To Jabalpur (N.H.-7) (Agriculture College) 26thJune 2007

5.2.3 .2 Screen Line Surveys

Classified traffic volume count and vehicle occupancy surveys were conducted at mid blocks along

roads crossing the demarcated screen lines. The surveys at some locations were generally

conducted for 16 hours (6.00 AM to, 10.00 PM) on a working day since majority of vehicular traffic in

urban area is observed during this period of the day. However, 24 hours surveys were also conducted

at selected locations to study the variation in day and night traffic and to evolve factors for expanding

16-hour traffic to 24 hours.

About sixteen (16) locations, comprising four locations along north-south screen line, seven along

east west screen line and five along inner cordon screen line were identified. The details regarding

locations and survey duration are presented in Table 5.7.



39

Table 5.7 Screen Line Survey Location and Schedule

Location

Id. Location Details Date Day

North South Screen Line (4 Locations)

NS1, Railway Crossing Near Bandariya Tiraha 28th May 2007 Monday

NS2, Shobhapur Railway crossing Between Adhartal &

Vehicle Factory 28

m May 2007 Monday

NS3, Gwarighat Railway Crossing 28 rd

May 2007 Monday

NS4, Satpula Bridge on Kudam Road 4 th

June 2007 Monday

East West Screen Line (7 Locations)

EW1 Along Bypass Near Bahadan Village 4th June 2007 Monday

EW2 Railway Bridge Near Madan Mahal Chowk 8 th

June 2007 Friday

EW3 Shastri Bridge over Proposed Corridor No.-2 26 th

May 2007 Saturday

EW4 Between Badariya Tiraha to Chandanvan Road (IV

th

Railway Underpass) 14

th June 2007 Thursday

EW5 Nagraj Chowk on Chandanvan to Badariya tiraha 28 th

May 2007 Monday

EW6 First Bridge on Gour Bridge to Chandanvan

Road 5

th June 2007 Monday

EW7 Sheela Cinema on Chandanvan to Gour Bridge

Road 28

th May 2007 Monday

Inner Cordon Line (5 Locations)

IC1 Near Damoh Naka 28th May 2007 Monday

IC2 Near Ranitaal Chowk 28 th

May 2007 Monday

IC3 Gorakhpur Chowk 28 th

May 2007 Monday

IC4 Raddi Chowk 4 th

June 2007 Monday

IC5 Ambedakar Road, Gohalpur 14 th

June 2007 Thursday

Classified traffic volume count surveys were conducted in fifteen-minute interval within each hour. The

vehicle occupancy surveys for passenger vehicles were conducted simultaneously in order to assess the

average number of passengers crossing the screen lines over different modes.

The following outputs are derived from the screen line survey data

� Traffic Characteristic in terms average daily traffic (ADT).

� Hourly Variation of Traffic (P.C.U.s & Vehicles).

� Peak hour flows and directional distribution of traffic.

� Traffic Composition and intensity along the corridors.

5.2.4 Origin-Destination Surveys at Outer Cordon

The objective was to obtain information on travel pattern of passenger and goods vehicles at the

cordon line along with the trip desire in terms of destined and through trips to the study area.



40

The O-D survey was conducted at seven locations along the cordon line; simultaneously with the

classified traffic volume counts surveys. The survey was conducted by roadside interview method for

24 hours on a sample basis. The survey locations are included in Table 5.8.

Table 5.8 Locations and Schedule of Cordon Survey

Location Id Road Locations Date

OC1 Damoh To Jabalpur Karmeeta (SH-7) 21st

June 2007

OC2 Patan To Jabalpur (Near By -Pass) 18th June 2007

OC3 NarsinghPur To Jabalpur (N.H.-12) 19th June 2007

OC4 Nagpur To Jabalpur (Tilwara Bridge N.H.-7) 22th June 2007

OC5 Mandla To Jablapur (Gour Bridge) (N.H.-12 A) 20th June 2007

OC6 Kundla Road To Jablapur (Khamariya) 15th June 2007

OC7 Katni To Jabalpur (N.H.-7) (Agriculture College) 26thJune 2007

The survey elicits information regarding travel pattern in terms of size and desire, trip purpose, trip

length, mode of travel, journey time and cost. In addition, details on goods movement in-terms of

quantity by type, tonnage, mode, trip length, lead-load spectrum etc. were also obtained.

5.2.5 House Hold Travel Survey:

The objective for conducting the house hold travel survey was to asses the house hold, socio-

economic and trip characteristics of resident within the Jabalpur urban area. The survey was carried

out on a sample basis for about 7606 household’s representative about three percent household with

the study area.

Table 5.9 House Hold Travel Survey

S.

No.

Zone

No.

Zone Description Number of

Household (2007)

House Hold

Surveyed

Jabalpur Municipal Corporation

1 1 Kamala Nehru 2402 72

2 2 Subhadrakumari Chowhan 2902 87

3 3 Swami Davanand Saraswathi 3004 90

4 4 Jayaprakash Narayan 1888 57

5 5 Svama Prasad Mukhariee 3269 98

6 6 Jawharlal Nehru 1927 58

7 7 Madan Mohan Malaviva 2251 68

8 8 Dr. Ram Manohar latiya 2408 72

9 9 Pandit Bhavani Prasad Tiwari 1982 59

10 10 Kasturiba Gandhi 3604 72

11 11 Swami Vivekananda 4078 98

12 12 Charital 6820 105

13 13 Mahatma Gandhi 1976 59

14 14 Jawahar Ganj 1863 56

15 15 Lakmanya Balgangadhar 1918 58

16 16 Ravindranath Tagar 2508 75



41

17 17 Maharsi Aravind 2771 83

18 18 Swaramai 2600 78

19 19 Hanumantal 1982 59

20 20 Pandit MatHai Nehru 1890 57

21 21 Sardar Vallab Bhai Patel 1653 50

22 22 Dr. Rajendra Prasad 3157 95

23 23 Pandit Dindaval Upadvava 5198 156

24 24 Rajiv Gandhi 3320 100

25 25 Govind Vallab Panth 2386 72

26 26 Maulana Abdul Kalam Azad 2941 88

27 27 Dr. Sarvapalli Radhakrishnan 3024 91

28 28 Acharya Vinobabhave 2620 79

29 29 Seetalmai 2631 79

30 30 Sanjay Gandhi 2871 86

31 31 Dwaraka Prasad Misra 2876 86

32 32 Seth Govind Das 2276 68

33 33 Siddha Baba 3278 98

34 34 Subash*Chandra Bose 6812 204

35 35 Lal Bahadur Sastri 4871 146

36 36 Takkar Gram 5161 155

37 37 Sahid Arafak All 3031 91

38 38 Dr. Jakir Hussen 4035 121

39 39 Chittaranian Das 4751 143

40 40 Deevan Adhar Sinha 5194 156

41 41 Ghokulpur 3302 99

42 42 Ambedkar 4804 144

43 43 Sahid Bhaqat 3955 119

44 44 Chandra Sekhar Azad 3592 108

45 45 Lala Laiapati Rai 4216 126

46 46 Dr. GonJe Hisalwa 2588 78

47 47 Narasimha 2639 79

48 48 Virsavarkar 3947 118

49 49 Garha 6216 186

50 50 Indira Gandhi 3378 101

51 51 Rani Durqavathi 4163 125

52 52 Madan Mahal 3747 112

53 53 Guoteswar 3008 90

54 54 Banarasidas Bhanoth 3094 93

55 55 Giriraj Kishore 5063 152

56 56 Sahid Gurian Sing 3667 110

57 57 Tripuri 4798 144



42

58 58 Sankash 5533 166

59 59 Gwariqhat 4533 136

60 60 Rani Laxmi Bhai 4563 137

Jabalpur Cantonment Board & Vehicle Ordinance Factory Area

61 61 Cantonment Ward-1 3447 103






67 67 Part of Cantonment Ward-7,

Cheetapar 1008 36

68 68 Part of cantonment Ward-7,

Karonda 1008 35

69 69 Panchari, Vehicle Factory xone 4120 124

70 70 Chandeli, Jheria 0 0

71 71 Khamharia, Tiqhara, Ghana,

Bargawa 5141 154

Villages in Jabalpur Planning Area

72 72 Bahari, Kunda, Chhitapar, Pipariya 402 29

73 73 Tevar 629 19

74 74 Padua, Pindrai, Vikrampur 343 15

75 75 Kanqwa, Aduva 333 14

76 76 Bahdan 192 12

77 77 Basaha, Lamti, Raksa 198 12

78 78 Simariva, Ren!::JVa, Kachneri 386 15

79 79 Karmeta 1029 31

80 80 Nandan Rosara 0 0

81 81 Oriva 329 14

82 82 Riwzha, Kathonda 308 11

83 83 Khiriva Kalan 167 9

84 84 Amkhera, Kudwari 708 21

85 85 Khiriva Khurd, Khajuri, Gurda,

Chanti 249 17

86 86 Maharajpur 1367 41

87 87 Hathana, Khairi 510 15

88 88 Suhaqi 1529 46

89 89 Pipariva, Kandara Kheda 710 23

90 90 Kawalari, Lamti 122 12

91 91 Ema, Pipariva 722 27

92 92 Ricchai 3902 117



43

93 93 Madhai 1802 54

94 94 Bilpura 3292 99

95 95 Mohania 543 29

96 96 Pipariva, Son pur 1488 45

97 97 Umariya 561 17

98 98 Dumna, Cheqdehi 55 8

99 99 Mahgava, Kota, Sukhlalpur 0 0

100 100 Tilhari, Bhatoli 0 0

101 101 Pareswar 643 23

102 102 Maneqaon 1594 48

Total 255127 7606

The main steps involved in conducting the surveys were:-

� Design of Draft questionaire.

� Modification of draft questionaire following discussion with the client.

� Appointment and training of enumerators.

� Conduct of Pilot surveys and revision of questionnaire, as necessary.

� Conduct of main survey, data coding, punching and checking.

� Data Analysis.

In addition, an opinion survey of the head of the household was carried-out on a sample basis

amongst selected for home interview surveys in order to asses the opinion about Mass Transportation

System if developed, preference to use it and willingness to pay for the proposed services.

The survey provided details on socio economic and personals characteristics at household and

individual levels. In addition, it provided detailed household trip making pattern (Zone-to-Zone trip)

table) and its relation with socio economic characteristics. A trip has been defined a journey from a

place of origin to a place of destination by a person capable for performing independent trip by any

mode, for any purpose and at any time of the day.

5.2.6 Public transport operator survey:

The objective was to asses the operational characteristics for the existing public transport nodes,

which in the present case are buses and tempos.

The surveys were conducted at the existing central bus Stand and Damoh Naka within the city to

determine the operational characteristics, in terms of vehicle utilization, passenger carried, operating

expenses and revenues. In all 110 operators comprising 33 minibuses operators and 77 tempo

operators were interviewed during the survey.

5.2.7 Intermediate Public Transport (IPT) Survey (Operators and Users):

The objective was to asses the operational characteristics of the IPT (Auto Rickshaw, Cycle, and

Rickshaw, Tempo etc.) to identify problems and issues and suggest appropriate policies for its rational

development. The IPT users were also interveiwd to asses their trip pattern (Origin -destination) along

with trip purpose and cost.

The survey was condcted at locations with concetration of IPT modes and trips. The major location

included.



44

* Jabalpur Main Railway Station (Both Side)

* Nagar Nigam Bus Stand

* Damoh Naka Bus Stand

* In front of Empire Takies

* Gorakhpur Railway Crossing (Both side)

* Vehicle more, Ranjhi

* Russel Chowk

The survey provided information regarding to trip characteristics, in terms of origin and destination of

trip by IPT modes, purpose of trip, frequency and cost of trip, IPT operational characteristics in terms

of route of operation, vehicle utilization, passenger carried, operating cost and revenue. The date was

used to asses the dispersal pattern of inter city / intra city trips from these terminals to reach the

ultimate destination after alighting from buses / trains. In all 201 IPT operators comprising of 122 auto

rickshaw operators were covered. In addition 247 users of public transport and Para transits were also

enumerated.

5.2.8 Parking Survey

The main objective was to appreciate the parking demand and supply characteristics, identify issues

and constraints & suggest appropriate policies for meeting the horizon year parking demand.

The survey was conducted simultaneously in order to assess the level of usage of on-street and off-

street parking facilities at pre-selected locations where significant parking is observed. The surveys

provide information on utilization of parking space turnover rates and the average parking duration.

The survey was conducted for 12 hour at twelve locations given below in Table 5.10.

Table 5.10 Parking Survey Locations & Schedule

Road

Section/Location Stretch

Nature

Of Parking Date

Favvara Chowk Bhargav Chowk to Favvara Chowk On-street 27 May 2007

Favvara Chowk Fountain Chowk to Mandi Chowk On-street 27 May 2007

Favvara Chowk From lord qani Police Station to Favvara Chowk On-street 27 May 2007

Favvara Chowk From Favvara Chowk to Kamania Gate On-street 27 May 2007

Bus Stand In front of Bus Stand On-street 27 May 2007

Victoria Marg From badi Omti to Tularam Chowk On-street 01 Apr 2007

Andherdev Marq From Tularam Chowk to Bharqav chowk On-street 01 Apr 2007

Karamchand Chowk From karamchand Chowk to Tularam Chowk On-street 01 Apr 2007

Jaiprakash Narayan

Marq From Malviya Chowk to Ganiipura market On-street 01 Apr 2007

Karamchand Chowk Karamchand Chowk to Malviya Chowk On-street 03 Apr 2007

Karamchand Chowk From Karamchand Chowk to Badi Omti. On-street 03 Apr 2007

Karamchand Chowk From Karamchand Chowk to Rajiv Gandhi

Chowk On-street 03 Apr 2007

Shastri Marg Nagar Nigam Chowk to Nav Bharat Office On-street 03 Apr 2007

Railway Station Inside railway station parkinq lot On-street 04 Apr 2007

Jaiprakash Narayan

Mrg From Lord Ganj Chowk to Ganjipura Market On-street 04 Apr 2007

Sadar Market Entire Stretch On-street 04 Apr 2007



45

5.2.9 Pedestrian Survey

The objective was to assess the pedestrian flows along and across the intersecting arms at important

junctions and to suggest measures for safe movement of pedestrians.

The Pedestrian Survey was conducted at Eleven (11) locations over 16-hour duration at important

intersections within study area. The Survey locations and schedule is given in Table 5.11

Table 5.11 Schedule for Intersections Volume Count & Pedestrians Surveys

Location ID Details Date Day

JN1 Ranital Chourahaa 8 th

May 2007 Tuesday

JN2 Damoh Naka 13 th

May 2007 Sunday

JN3 Raddi Chowk 5 th

May 2007 Saturday

JN4 Adhartal Chowk 13 th

May 2007 Sunday

JN5 Ghamapur Chowk 6 th

May 2007 Sunday

JN6 Gorakhpur Junction 14 th

May 2007 Monday

JN7 High Court Junction 7 th

May 2007 Monday

JN8 ROB at Garha Road 8 th

May 2007 Tuesday

JN9 Ghantaghar Chowk 7 th

May 2007 Monday

JN10 Nagar Nigam Chowk 11 th

May 2007 Friday

JN11 Baldev Bagh Chowk 14 th

May 2007 Monday

Information relating to identify pedestrians volumes was obtained. This data has been based

extensively used for deriving improvements measures under the Rapid Action and Short Term

Measures.

5.2.10 Intersection Turning Movement Survey

The objective is to assess the traffic flow and delay characteristics on individual’s arms at the

intersections. The survey was conducted for 16 hours on a normal working day at eleven (11)

junctions simultaneously along with the pedestrian surveys. The survey locations and the schedule

are listed in Table.

Data collected from these surveys is used for preparation of geometric improvement plans for critical

intersections under the Rapid Action Plan and Short Term measures. In addition, this data along with

pedestrian volume count data has been used to assess the pedestrian - Vehicular conflicts at critical

locations.

5.2.11 Terminal Survey

5.2.11.1 Bus Terminal

The objective was to asses the physical characteristics (Size, space), operational characteristics

(Bus, passenger flow) and user characteristics (Origin, destination, mode, trip length and travel cost)

for bus transport system at important locations. The survey was conducted for 24 hours at important

passenger terminals (Bus and rail) with in the study area.

The survey data provided an insight in to the asses and dispersal pattern of passenger to and from

the terminals as well as the terminal physical characteristics. In all 426 users at Nagar Nigam bus

stand and 500 users at Damoh Naka bus stand were enumerated during the survey.



46

5.2.11.2 Rail Terminal

The objective of the survey was to asses the user’s dispersal characteristics at railway stations. In all

5819 passengers comprising of 4352 passengers at Jabalpur main railway station 830 passenger at

Madan Mahal Railway Station and 637 passenger at Howbagh Railway Station were enumerated as

part of the survey.

5.2.11.3 Goods Terminal:

The objective was to asses the truck operator characteristics and their requirements, issues and

problems. The survey was conducted to capture both, local and regional goods transport operators. In

addition, physical appreciation of goods terminals within the study area along with deficiencies and

problem associated with the terminals were also studies. The following location were include the

survey.

* Baldeobagh

* Madan Mahal

* Ukheri Road

* Aghakhan Chowk

* Gorakhpur

* Bus Stand

* Mahanadda

* Russel Chowk

* Damoh Naka

* Katnga

* Panti Naka

The survey data provided a basis for assessing the operational characteristics of truck operator. In all

78 truck operator were enumerated.

5.2.12 Willingness to pay/use

In addition to the opinion & willingness to pay survey conducted along with the household surveys,

Willingness- to-Pay Surveys were also conducted at other locations having concentration of public

activities. About 100 samples were collected at the following locations:

� Jabalpur Main Railway Station

� Madan Mahal Railway Station

� Bus Stand

� Empire Talkies Gorakhpur

� Ranjhi

� Rampur

� Gwarighat

The objective of the survey was to assess the user's willingness to pay for improved public transport

system.



47

CHAPTER -6

TRAFFIC AND TRANSPORTATION SYSTEM CHARACTERISTICS

6.1 Passenger Car Equivalency

Many vehicle types, different in size and performance, can be observed on Indian Roads, Occupying

common road space. In addition to motorized vehicles, presence of non motorized vehicle such as

Animal or hand drawn, cycle etc. is an common sight in order to express the intensity, the

composition of various types of vehicle play a major role and it would be convenient to express

different vehicle types in single unit terms for this purpose. The Indian Road Congress (IRC) has

recommended Passenger Car Unit (PCU) for various vehicle types, considering their characteristics,

both physical and mechanical. These factors are different for rural and urban conditions. In the

present context, PCU factor recommended for urban area is given in table.

Table 6.1 Passenger Car Unit Equivalency Factors

S. No. Vehicle Type PCU

1. Two wheeler 0.50

2. Auto Rickshaw 1.20

3. Car / Jeep / Van 1.00

4. Tempo / Minibus / LCV 1.40

5. Bus / HCV 2.20

6. MAV 4.00

7. Agriculture Tractor 2.00

8. Agriculture Tractor and Trailor 4.00

9. Animal / Hand Drawn 2.00

10. Cycle 0.40

11. Other 1.50

6.2 Trafic Volume Count Surveys

6.2.1 Outer Cordon Survey

Traffic volume count surveys were conducted at seven locations at outer cordon of the study area for

24 hours on a typical working day. On an average about 54679 vehicle and 79284 PCU move in and

out of the Jabalpur urban study area per day. The mode wise summary of daily traffic survey in study

area at the outer cordon is presented below:-

Table 6.2 Average Daily Traffic at Outer Cordon

S. No. Location ID Location Total Vehicle Total PCUs

1. OC1 Damoh To Jabalpur Karmeeta (SH-7) 5501 4886

2. OC2 Patan To Jabalpur (Near By -Pass) 3941 3483

3. OC3 NarsinghPur To Jabalpur (N.H.-12) 8697 11584

4. OC4 Nagpur To Jabalpur (Tilwara Bridge N.H.-7) 8560 19698

5. OC5 Mandla To Jablapur (Gour Bridge) (N.H.-12 A) 7466 8175

6. OC6 Kundla Road To Jablapur (Khamariya) 3593 4852

7. OC7 Katni To Jabalpur (N.H.-7) (Agriculture College) 16921 26606

Total 54679 79284

Traffic Composition

Modal Composition amongst total traffic varies considerabily at different locations, as

observed, is given in table. Amongst total traffic crossing outer cordon, two-wheeler

contribute to max 29.38%, followed by Cycle 28.86% Truck 25.41% in terms of total vehicle.



48

Table 6.3 Percentage of Modal Composition of Traffic at Outer Cordon

S.

No.

Location

ID

Two

Wheel

er in

%

Auto

Ricks

haw in

%

Car

/Jeep/

Van in

%

Temp

o

Bus

in %

Truck

in %

Agr.

Tract

/trailer

in %

Anima

l

/Hand

Drawn

in %

Cycle

in %

Cycle

Rick.

in %

Total

in %

1. OC1 36.52 0.44 5.64 0.44 4.14 6.11 3.04 0.24 42.07 1.42 100

2. OC2 35.63 0.43 4.54 1.83 3.91 5.99 2.92 0.58 43.14 0.94 100

3. OC3 34.66 0.90 10.93 3.61 2.98 25.12 1.82 0.13 19.60 0.23 100

4. OC4 14.66 0.18 8.84 0.14 4.52 65.19 0.42 0.04 5.97 0.06 100

5. OC5 31.70 0.52 8.80 3.60 4.06 15.80 0.62 0.44 34.18 0.25 100

6. OC6 29.50 0.36 6.32 0.42 5.07 25.99 1.11 0.31 30.92 0.00 100

7. OC7 22.96 0.59 6.74 2.76 3.07 35.07 2.02 0.50 26.14 0.22 100

Average Total

Vehicle 29.38 0.49 7.40 1.83 3.96 25.61 1.71 0.32 28.86 0.45

100

The Percentage of Modal distribution of vehicular traffic as observed for all seven

locations can be assessed from the charts given below:-

* Graph 6.1 OC1 Damoh To Jabalpur Karmeeta (SH-7)

Two Wheeler -36.52%

Auto Rickshaw - 0.44%

Car /Jeep/ Van -5.64%

Tempo - 0.44%

Bus - 4.14%

Truck - 6.11%

Agr. Tract /trailer - 3.04%

Animal /Hand Drawn -0.24%

Cycle -42.07%

Cycle Rick. - 1.42%

OC1 Damoh To Jabalpur Karmeeta (SH-7)

* Graph 6.2 OC2 Patan To Jabalpur (Near By -Pass):

OC2 Patan To Jabalpur (Near By -Pass):

Two Wheeler -35.63%



Tempo - 1.83%

Bus - 3.91%

Truck - 5.99%



Cycle -43.10%

Cycle Rick. - 0.94%



49

*Graph 6.3 OC3 NarsinghPur To Jabalpur (N.H.-12):

Tw o Wheeler -34.66%



Tempo - 3.61%

Bus - 2.98%

Truck - 25.12%


Animal /Hand Draw n -0.13%

Cycle -19.60%

Cycle Rick. - 0.23%

*Graph 6.4 OC4 Nagpur To Jabalpur (Tilwara Bridge N.H.-7):

Two Wheeler -14.66%



Tempo - 0.14%

Bus - 4.52%

Truck - 65.19%



Cycle -5.97%

Cycle Rick. - 0.06%

•Graph 6.5 OC5 Mandla To Jablapur (Gour Bridge) (N.H.-12 A):

Tw o Wheeler -31.7%



Tempo - 3.60%

Bus - 4.06%

Truck - 15.80%



Cycle -34.20%

Cycle Rick. - 0.25%



50

*Graph 6.6 OC6 Kundla Road To Jablapur (Khamariya):

Tw o Wheeler -29.5%



Tempo - 0.42%

Bus - 5.07%

Truck - 25.99%



Cycle -30.90%

Cycle Rick. - 0.0%

*Graph 6.7 OC7 Katni To Jabalpur (N.H.-7) (Agriculture College):

Two Wheeler -22.96%



Tempo - 2.76%

Bus - 307%

Truck - 35.07%



Cycle -26.10%

Cycle Rick. - 0.22%

Temporal Variation of Traffic

Study of day and night variation in traffic at the outer cordon reveal that about 75% traffic moves

between 8.00 am to 8.00 pm. The Comparatively hourly variation of traffic at the survey location is

presented in graph below:-

Temporal Variation of Traffic at Outer Cordon Locations

0500

100015002000250030003500400045005000

06-0

7

08-0

9

10-1

1

12-1

3

14-1

5

16-1

7

18-1

9

20-2

1

22-2

30-

12-

34-

5

Vehicle OC1

Vehicle OC2

Vehicle OC3

Vehicle OC4

Vehicle OC5

Vehicle OC6

Vehicle OC7

Graph 6.8 Temporal Variation of Traffic at Outer Cordon Locations



51

The day and night traffic along with peak hour traffic volume in PCUs is presented in table. It can be

seen that peak hour traffic ranged between 5.48% to 6.94%. In general it is observed that the peak

traffic percentage decreases with increase in ADT.

Table 6.4 Temporal Variation of Traffic at Outer Cordon

Location Traffic in PCUs Peak Hour%

of ADT 8– 20 Hrs.) 20– 8 Hrs.) ADT Peak Hrs. Traffic

OC1 3473 1413 4886 339 6.94

OC2 2356 1127 3483 223 6.41

OC3 7829 3755 11584 690 5.95

OC4 6899 12799 19698 1173 5.95

OC5 5006 3169 8175 516 6.31

OC6 2558 2294 4852 266 5.48

OC7 11337 15269 26606 1848 6.94

6.2.2 Inner Cordon Survey

An imaginary line surrounding the central area of Jabalpur has been identified as the inner cordon to

the study area. 5 locations for volume count survey were identified along the inner cordon. The

location wise directional classified volume counts data is given in table 6.5.

Average Daily Traffic:

Summary of mode wise directional 16 hour’s traffic at the inner cordon line is given traffic table. In

addition Table 6.5 presents the traffic volume at various locations and the location wise share in total

volume.

In all 210235 vehicle (163745 PCUs) were observed at the inner cordon during 6.0 am to 10 pm,

which suggests nearly a four times increasing a traffic at the inner cordon in comparsion to the outer

cordon.

Table 6.5 Average Daily Traffic at Inner Cordon

S. No. Location ID Lacation Total

Vehicle

Total

PCUs

% share in

Total Vehicle

1. IC1 Near Damoh Naka 48699 40076 23.16

2. IC2 Near Ranitaal Chowk 58298 44602 27.73

3. IC3 Gorakhpur Chowk 42623 33795 20.27

4. IC4 Raddi Chowk 44330 32465 21.09

5. IC5 Ambedakar Road, Gohalpur 16285 12807 7.75

Total 210235 163745 100%

Traffic Composition

Within the study area movement of freight vehicle is restricted to a few corridors and the significance of two

wheeler and cycles increases considerably as reflected from the composition of traffic at inner cordon

presented in table 6.6 of the total traffic crossing inner cordon, two wheeler contribute to 37.12%, Auto

Rickshaw 2.10%, Car Jeep van 2.42%, Tempo 0.59%, Bus 1.18%, Truck 1.37%, Agriculture

Tractor / trailer 0.46%, Animal Hand Drawn 1.64%, Cycle 41.04% and Cycle Rickshaw

11.46% in terms of total vehicle.



52

Table 6.6 Composition of Traffic at Inner Cordon

S. No. Locati

on ID Two

Wheel

er in

%

Auto

Ricks

haw in

%

Car

/Jeep/

Van in

%

Temp

o

Bus

in %

Truck

in % Agr.

Tract

/trailer

in %

Anima

l

/Hand

Drawn

in %

Cycle

in %

Cycle

Rick.

in %

Total

in %

1. IC1 35.82 2.66 2.42 0.30 0.79 3.04 0.48 0.85 37.80 15.83 100.0

2. IC2 38.41 2.56 3.05 0.08 0.19 0.13 0.16 1.13 35.79 18.51 100.0

3. IC3 41.77 2.14 1.42 0.08 3.39 0.47 0.07 1.61 37.05 11.99 100.0

4. IC4 44.66 2.33 4.36 2.19 1.56 2.77 0.51 0.77 36.86 3.98 100.0

5. IC5 24.95 0.81 0.87 0.28 0.08 0.52 1.07 3.89 57.68 9.83 100.0

Average

Total Vehicle 37.12 2.10 2.42 0.59 1.18 1.37 0.46 1.64 41.04 11.43

100

*Graph 6.9 IC1 Near Damoh Naka


Auto Rickshaw 2.66%

Car /Jeep/ Van 2.42%

Tempo - 0.30

Bus - 0.79%

Truck 3.04%

Agr. Tract /trailer 0.48%

Animal /Hand Draw n 0.85%

Cycle - 37.880 %

Cycle Rick. 15.83%

* Graph 6.10 IC2 Near Ranitaal Chowk:

Two Wheeler -38.41%

Auto Rickshaw 2.56%


Tempo - 0.08

Bus - 0.19%

Truck 0.13%


Animal /Hand Drawn 1.13%



53

* Graph 6.11 IC3 Gorakhpur Chowk:


Auto Rickshaw 2.14%

Car /Jeep/ Van-1.42%

Tempo - 0.08

Bus - 3.39%

Truck 0.47%


Animal /Hand Draw n 1.61%

Cycle - 37.05%

Cycle Rick. 11.99%

* Graph 6.12 IC4 Raddi Chowk:

Two Wheeler -44.66%

Auto Rickshaw 2.33%


Tempo - 2.19

Bus - 1.56%

Truck 2.77%


Animal /Hand Drawn 0.77%

Cycle - 36.86%

Cycle Rick. 3.98%

* Graph 6.13 IC5 Ambedakar Road, Gohalpur:

Two Wheeler -24.95%

Auto Rickshaw 0.81%


Tempo - 0.28%

Bus - 08%

Truck -0527%

Agr. Tract /trailer -1.07%


Cycle - 57.68%

Cycle Rick. 9.83%

Temporal Variation of Traffic:

Behavior of traffic over the day across different locations exhibits that area near residential localities

exhibit pronounced morning and evening peak. Locations along arterial roads experience a distinct

peak, which is generally maintained till late evening (8.00 pm), after which traffic starts receding. At



54

some locations many peaks were observed in Fig.6.7 presents the hourly variation of traffic at the

locations along the inner cordon.

Table 6.7 Peak Hourly Traffic at Inner Cordon

Location Total

Traffic

PCUs

Morning Peak Evening Peak

PCUs % of Total

Hourly Traffic

PCUs % of Total

Hourly Traffic

IC1 40076 3116 7.78 4174 10.42

IC2 44602 3237 7.26 5124 11.49

IC3 33795 2374 7.02 2804 8.30

IC4 32465 2510 7.73 2943 9.07

IC5 12807 1212 9.46 874 6.82

Total 163745 12449 7.60 15919 9.72

Peak hour as percentage of total traffic varies between 7.02 % to 9.46 % in the morning period

between 7.00 to 9.00 am, and 6.82% to 11.49% in the evening between 18.00 pm to 20.0 pm.

Compartive Temporal Variation of traffic

0

2000

4000

6000

8000

10000

12000

06-0

7

08-0

9

10-1

1

12-1

3

14-1

5

16-1

7

18-1

9

20-2

1

22-2

3

00-0

1

02-0

3

04-0

5

Vehicle IC1

Vehicle IC2

Vehicle IC3

Vehicle IC4

Vehicle IC5

Graph 6.14 Compartive Temporal Variation of traffic

6.2.3 Screen Line Survey

The Allahabad – Gondia railway line running north south has been considered as north south screen

line. The east west screen line follows Itarsi Allahabad railway line up to Gun Carriage factory (GCF)

and then runs parallel to SH -22 towards Kundam.

Average Daily Traffic

North South Screen Line

Traffic data at this screen line will be used for validating the east west travel within the study area.

Classified traffic volume count for 16 hours were conducted at the crossing facilities. About 4 locations

comprising NS1, NS2, NS3 and NS4 are located in this screen line. The mode wise directional traffic

is presented in table 6.8.

On an average 49253 vehicles (32179 PCUs) cross the railway line Table 6.8 presents the traffic

volume and the location wise share in total traffic at the north south screen.



55

Table 6.8 Average Daily Traffic at North South Screen Line

S.

No.

Location

ID

Lacation Total

Vehicle

Total

PCUs

1. NS1

Railway Crossing Near Bandariya

Tiraha 21241 14807

2. NS2

Shobhapur Railway crossing Between

Adhartal & Vehicle Factory 10603 7685

3. NS3 Gwarighat Railway Crossing 16446 12379

4. NS4 Satpula Bridge on Kudam Road 35359 26846

Total 83649 61717

East West Screen Line

Traffic data at this screen line will be used for validating the East West traffic movement within the

study area. Classified traffic volume count for 24 hours were conducted at the crossing facilities.

About 7 locations comprising EW1, EW2, EW3, EW4, EW5, EW6 and EW7 are located in this screen

line. The mode wise directional traffic is presented in 6.9 table.

On an average 191166 vehicles (141675 PCUs) cross the railway line. Table 6.9 presents the traffic

volume and the location wise share in total traffic at the East West screen.

Table 6.9 Average Daily Traffic at East West Screen Line

S.

No.

Location

ID

Location Total

Vehicle

Total

PCUs

1. EW1 Along Bypass Near Bahadan Village 4857 9373

2. EW2

Railway Bridge Near Madan Mahal

Chowk 35600 26892

3. EW3

Shastri Bridge over Proposed Corridor

No.-2 55149 43260

4.

EW4

Between Badariya Tiraha to

Chandanvan Road (IVth Railway

Underpass) 42539 31435

5. EW5

Nagraj Chowk on Chandanvan to

Badariya tiraha 30851 25701

6. EW6

First Bridge on Gour Bridge to

Chandanvan Road 49228 33659

7. EW7

Sheela Cinema on Chandanvan to Gour

Bridge Road 50933 42870

Total 269157 213190

Traffic Composition

North – South Screen Line

Within the study area movement of freight vehicle is restricted to a few corridors and the significance

of two wheeler and cycles increases considerably as reflected from the composition of traffic at inner

cordon as given in table 6.10. of the total traffic crossing inner cordon, two wheeler contribute to



56

43.65%, Auto Rickshaw 2.88%, Car Jeep van 4.51%, Tempo 1.50%, Bus 2.17%, Truck

2.54%, Agriculture Tractor / trailer 0.18%, Animal Hand Drawn 0.71%, Cycle 39.75%

and Cycle Rickshaw 2.10% in terms of total vehicle.The above composition shows the

poor state of Public transport system in the city.

Table 6.10 Composition of Traffic at North South Screen Line

S. No. Locati

on ID Two

Wheel

er in

%

Auto

Ricks

haw in

%

Car

/Jeep/

Van in

%

Temp

o

Bus

in %

Truck

in % Agr.

Tract

/trailer

in %

Anima

l

/Hand

Drawn

in %

Cycle

in %

Cycle

Rick.

in %

Total

in %

1. NS1, 48.99 2.89 9.79 0.08 0.24 1.62 0.04 0.62 32.28 3.45 100.0

2. NS2, 41.73 2.14 4.73 3.83 3.02 1.38 0.17 0.85 41.63 0.53 100.0

3. NS3, 44.14 2.45 1.17 1.61 0.51 5.94 0.39 0.82 40.81 2.16 100.0

4. NS4, 39.74 4.04 2.35 0.49 4.93 1.21 0.14 0.55 44.27 2.28 100.0

Average Total

Vehicle 43.65 2.88 4.51 1.50 2.17 2.54 0.18 0.71 39.75 2.10

100

*Graph 6.15 NSI Railways Crossing Near Bandariya Tiraha

Tw o Wheeler-48.99%

Auto Rickshaw -2.89%


Tempo - 0.08%

Bus - 0.24 %

Truck -1.62 %

Agr. Tract /trailer-0.04%

Animal /Hand Draw n - 0.62

%Cycle - 32.28 %

Cycle Rick. - 3.45 %

*Graph 6.16 NS2 Shobhapur Railway crossing Between :

Tw o Wheeler-41.73%



Tempo - 3.83%

Bus - 3.02 %

Truck -1.38 %


Animal /Hand Draw n - 0.85 %

Cycle - 41.63 %




57

*Graph 6.17 NS3 Gwarighat Railway Crossing:

Tw o Wheeler-44.14%



Tempo - 1.61%

Bus - 0.51 %

Truck -5.94 %


Animal /Hand Draw n - 0.82 %

Cycle - 40.81 %


*Graph 6.18 NS4 Satpula Bridge on Kudam Road:

Tw o Wheeler-39.74%



Tempo - 0.49%

Bus - 4.93 %

Truck -1.21 %


Animal /Hand Draw n - 0.55%

Cycle - 44.27 %


East west Screen Line:

Compostion of traffic at the east west screen line is presented in table 6.11, of the total traffic crossing

inner cordon, two wheeler contribute to 41.64%, Auto Rickshaw 3.33%, Car Jeep van

8.21%, Tempo 0.32%, Bus 0.95%, Truck 8.27%, Agriculture Tractor / trailer 0.51%,

Animal Hand Drawn 0.68%, Cycle 26.35% and Cycle Rickshaw 9.74 % in terms of total

vehicle. The motorized private modes commanded a share of 49.85% in the total traffic

crossing east-west screen line.

Table 6.11 Composition of Traffic at East West Screen Line

SNo. Locatio

n ID Two

Wheele

r in %

Auto

Ricksh

aw in %

Car

/Jeep/

Van in

%

Tempo Bus

in %

Truck

in %

Agr.

Tract

/trailer

in %

Animal

/Hand

Drawn

in %

Cycle

in %

Cycle

Rick.

in %

Total

in %

1. EW1 21.14 0.41 8.20 0.33 0.66 51.67 2.68 0.00 14.13 0.77 100.0

2. EW2 40.40 2.38 3.41 0.02 0.00 0.00 0.11 1.83 35.92 15.94 100.0

3. EW3 52.63 2.83 9.28 1.32 2.89 2.70 0.18 0.57 23.45 4.14 100.0

4. EW4 47.22 2.40 8.44 0.04 0.14 0.02 0.11 0.38 26.97 14.28 100.0

5. EW5 42.68 5.38 15.86 0.18 1.35 2.42 0.24 0.95 24.94 6.02 100.0

6. EW6 50.34 4.47 5.14 0.06 0.17 0.38 0.08 0.37 29.95 9.03 100.0

7. EW7 37.05 5.41 7.16 0.29 1.43 0.72 0.20 0.64 29.13 17.96 100.0

Average Total Vehicle 41.64 3.33 8.21 0.32 0.95 8.27 0.51 0.68 26.35 9.74 100.0



58

*Graph 6.19 EW1 Along Bypass Near Bahadan Village:

Tw o Wheeler-21.14%



Tempo - 0.33%

Bus - 0.66 %

Truck -51.67 %



Cycle - 14.13 %


* Graph 6.20 EW2 Railway Bridge Near Madan Mahal Chowk:

Tw o Wheeler-40.40%



Tempo - 0.02%

Bus - 0.00%

Truck -00 %



Cycle - 35.92 %


* Graph 6.21 EW3 Shastri Bridge over Proposed Corridor No.-2:

Two Wheeler-52.63%



Tempo - 1.32%

Bus - 2.89%

Truck -2.70%


Animal /Hand Drawn - 0.57%

Cycle - 23.45 %




59

*Graph 6.22 EW4 Between Badariya Tiraha to Chandanvan Road (IVth

Railway Underpass):

Tw o Wheeler-47.22%



Tempo - 0.04%

Bus - 0.14%

Truck -0.02%



Cycle - 26.97%

Cycle Rick. - 14.28%

* Graph 6.23 EW5 Nagraj Chowk on Chandanvan to Badariya tiraha:

Two Wheeler-42.68%



Tempo - 0.18%

Bus - 1.35%

Truck -2.42%



Cycle - 24.94%

Cycle Rick. - 6.02%

*Graph 6.24 EW6 First Bridge on Gour Bridge to Chandanvan Road:

Tw o Wheeler-50.34%



Tempo - 0.06%

Bus - 0.17%

Truck -0.38%



Cycle - 29.95%

Cycle Rick. - 9.03%



60

* Graph 6.25 EW7 Sheela Cinema on Chandanvan to Gour Bridge Road:

Two Wheeler-37.05%



Tempo - 0.29%

Bus - 1.43%

Truck -0.72%



Cycle - 29.13%

Cycle Rick. - 17.96%

Temporal Variation of Traffic

North South Screen Line

Peak hour traffic presented in table at the north – south screen line locations.

Table 6.12 Peak Hour Traffic at North South Screen Line

Location Total

Traffic

PCUs


PCUs % of Total

Hourly Traffic

PCUs % of Total

Hourly Traffic

NS1 14807 1547 10.45 1479 9.99

NS2 7685 447 5.82 563 7.32

NS3 12379 915 7.39 1011 8.17

NS4 26846 4736 17.64 1702 6.34

Total 61717 7645 41.24 4755 8.02

Peak hour as presented of total traffic varies between 7.39 % to 17.64 % in the morning period

between 7.00 to 9.00 am. and 7.32 % to 9.99 % in the evening between 18.00 pm to 20.0 pm.

0

1000

2000

3000

4000

5000

06-0

7

08-0

9

10-1

1

12-1

3

14-1

5

16-1

7

18-1

9

20-2

1

22-2

3

00-0

1

02-0

3

04-0

5

Vehicle NSI

Vehicle NS2

Vehicle NS3

Vehicle NS4

Graph 6.26 Peak Hour Traffic at North South Screen Line



61

East West Screen Line

Peak hour traffic presented in table at the East – West screen line locations.

Table 6.13 Peak Hour Traffic at East West Screen Line

Location Total

Traffic

PCUs


PCUs % of Total

Hourly Traffic

PCUs % of Total

Hourly Traffic

EW1 9373 521 5.56 543 5.79

EW2 26892 2678 9.96 2213 8.23

EW3 43260 3617 8.36 3733 8.63

EW4 31435 2914 9.27 2235 7.11

EW5 25701 3225 12.55 1707 6.64

EW6 33659 2609 7.75 2770 8.23

EW7 42870 3777 8.81 3310 7.72

Total 213190 19341 9.04 16511 7.78

Peak hour as presented of total traffic varies between 5.56 % to 9.96 % in the morning period

between 7.00 to 9.00 am. and 5.79 % to 8.63 % in the evening between 18.00 pm to 20.0 pm. This

comparative temporal varation of traffic at various locations can be seen from graph below.

Comparative Temporal varation of traffic

0

5000

10000

15000

20000

25000

30000

07-0

8

10-1

1

13-1

4

16-1

7

19-2

0

22-2

3

01-0

2

04-0

5

Vehicle NSI

Vehicle NS2

Vehicle NS3

Vehicle NS4

Vehicle NS5

Vehicle NS6

Vehicle NS7

Graph 6.27 Comparative Temporal varation of traffic

6.3 Variation of Day Night Traffic

In order to study the traffic intensity during the night hour (10.00 Pm. To 6.0 am), 24 hours classified

volume count survey was conducted at one location given below.

* EW1 Along Bypass near Bahdan Village

The selected control point is located along the main traffic corridors, one connecting the CBD and the

other out side of the CBD. Table below presents the ratio of 24 hours and 16 hours at these locations.



62

Table 6.14 Ratio of 24 Hour Traffic to 16 Hours

Location : EW1 Along Bypass Near Bahdan Village

Motorized Vehicles Non Motorized Total Vehicles

Two

Wheele

r

Auto

Ricksh

aw

Car

/Jeep/

Van

Tem

po

Bus Truck Agr.

Tract

/trail

er

Animal

/Hand

Drawn

Cycl

e

Cycle

Ricksh

aw

Moto

rized

Non

Moto

rized

Total Mini

Standar

d LCV 2/3

Axle

Multi

Axle

1.09 1.25 1.17 1.0 1.0 1.43 1.21 1.36 1.29 1.17 0.0 1.06 1.04 1.25 1.06 1.22

6.4 Traffic Movement Pattern

In order to under stand the travel pattern in study area, Origin – Destination Surveys for 24 Hours

were conducted at all the outer cordon locations. This section describes the travel desire

characteristics, purpose of travel, loading pattern of freight vehicles etc.

6.4.1 Sample size

The origin destination survey was conducted by adopting roadside interview method by stopping

vehicle randomly of sample basis. The sample size has to be large enough about 20% to explain the

characteristics of traffic to an acceptable level of accuracy. The percentage of sample size collected at

individual location at outer cordon given in table are as under:

Table 6.15 Sample Size of OD Surveys at Outer Cordon

Type of Vehicle OC1 OC2 OC3 OC4 OC5 OC6 OC7

Two Wheeler 402 281 603 251 473 212 777

Auto Rickshaw 5 3 16 3 8 3 20

Car /Jeep/ Van 62 36 70 151 131 45 228

Tempo 5 14 63 2 14 3 93

Bus 46 31 52 77 61 36 102

Cycle 463 340 341 102 510 222 885

LCV 17 12 51 74 21 25 101

2/3 Axle 50 35 378 1032 212 161 1071

Multi Axle 1 1 9 10 3 0 13

Agr. Tract /trailer 33 23 32 7 9 8 68

Total 1082 775 1613 1711 1443 716 3358

6.4.2 Travel Pattern of Passenger Vehicle Trips :

Travel Pattern varied largely amongst different locations. The location wise travel pattern of

motorized passenger traffic at the outer cordon has been given in table. It can be seen that some

internal to internal traffic was also captured during the outer cordon surveys possibly on account of

location of survey count points and network or zonal boundary constraints. The mode wise movement

pattern of passenger vehicles. While internal – external traffic accounts for 44.12 %share, External –

Internal account for 43.37% share, while through traffic is 9.78%.



63

Table 6.17 Travel Pattern of Passenger Vehicle at Outer Cordon:

Location

ID

Location External

to

Internal

External to

External

Internal

to

External

Internal

to

Internal

Total

OC1 Damoh To Jabalpur

Karmeeta (SH-7)

3690

(27.4%)

(47.27%)

1350

(64.5%)

(17.29%)

2220

(22.3%)

(28.44%)

96

(9.8%)

(1.23%)

7807

(28.5%)

(100%)

OC2 Patan To Jabalpur

(Near By -Pass)

963

(7.2%)

(50.16%)

49

(2.30%)

(2.55%)

641

(6.40%)

(33.40%)

246

(25.0%)

(1.10%)

1920

(7.00%)

(100%)

OC3 NarsinghPur To

Jabalpur (N.H.-12)

2845

(21.1%)

(50.16%)

301

(14.40%)

(6.54%)

1364

(13.70%)

(29.65%)

12

(1.2%)

(0.59%)

4601

(16.8%)

(100%)

OC4 Nagpur To Jabalpur

(Tilwara Bridge

N.H.-7)

847

(6.3%)

(39.68%)

121

(5.80%)

(5.67%)

1029

(10.3%)

(48.18%)

13

(1.30%)

(0.59%)

2135

(7.80%)

(100%)

OC5 Mandla To Jablapur

(Gour Bridge) (N.H.-

12 A)

2538

(18.8%)

(54.18%)

166

(7.90%)

(3.54%)

1650

(16.50%)

(35.22%)

251

(25.50%)

(5.35%)

4684

(17.10%)

(100%)

Location

ID

Location External

to

Internal

External to

External

Internal

to

External

Internal

to

Internal

Total

OC6 Kundla Road To

Jablapur

(Khamariya)

1861

(13.8%)

(71.35%)

38

(1.80%)

(1.46%)

629

(6.3%)

(24.12%)

18

(1.80%)

(0.70%)

2608

(9.5%)

(100%)

OC7 Katni To Jabalpur

(N.H.-7) (Agriculture

College)

721

(5.4%)

(19.83%)

68

(3.20%)

(1.86%)

2437

(24.40%)

(67.02%)

349

(35.40%)

(9.58%)

3637

(13.30%)

(100%)

All Location

13465

(49.16%)

(100.0%)

2092

(7.64%)

(100.0%)

9971

(36.40%)

(100.0%)

983

(3.59%)

(100.%)

27392

(100.0%)

(100%)

6.4.3 Average Trip Length, Travel Time and Travel Cost by Mode

Analysis of the data for average trip length (ATL) for the study area shows that walk trips have an ATL

of 1.38 km, scooter trips 5.26 km and car 8.34 km. The details of ATL as well as Average trip time

(ATT) and Average Trip Cost (ATC) are presented in Table. It can be observed that for Mini bus trip,

the ATT is as high as 51.82 minutes in spite of the ATL being 8.81 Km.



64

Table 6.18 Mode wise ATL, A TT and A TC for Study area

Mode ATL (Km) ATT (Min) ATC (Rs) ATS (Km/hr)

Walk 1.38 23.64 0.00 3.50

Scooter/Motor Cycle 5.26 29.53 3.55 10.69

Auto Rickshaw/Taxi 4.78 34.65 9.68 8.28

Tempo 4.53 38.72 4.91 7.02

Cycle 4.03 33.48 0.00 7.22

Car/Jeep 8.34 30.44 11.11 16.44

Govt. Car/Van 3.17 17.50 8.67 10.87

Cycle Rickshaw 3.61 37.61 7.15 5.76

Shared Vehicle 4.35 29.00 5.90 9.00

Mini Bus 8.81 51.82 5.78 10.20

Chartered/Contract

Bus 9.88 52.19 2.88

11.36

State Transport Bus 8.18 43.45 6.09 11.30

Institutional/Company

Bus 12.23 65.97 3.74

11.12

Rail 96.69 147.69 22.85 39.28

All Modes 3.62 30.16 1.99 7.20

The average walking time has been observed as 23.64 minutes while the average time for two

wheeler trips is about 29.53 minutes. The ATL and ATT for Mini bus, the predominant public transport

in the study area is 8.81 Km & 51.82 minutes respectively, while it is 4.53 Km and 38.72 minutes for

tempo.

6.4.4 Trip Purpose:

Trip distribution by purpose of travel shows that work and education trips account for 16.1 percent and

16.7 percent of the total trips made in the study area respectively. Shopping trips account for 5.73

percent share. Area wise details of purpose of trip are given in Table.

Table 6.19 Purpose-wise Distribution of Trip

Area Work Business Education Shopping Social Recreation Health

/Hospital

Return

Home

Other

Purpose

Total

Corporation 15.52 3.68 16.20 6.17 3.95 1.80 1.12 48.4 3.17 100

Cantonment 17.31 3.96 18.00 4.55 2.67 1.48 0.0 49.6 2.47 100

VFJ/OFK/GCF 20.47 2.55 18.80 4.29 3.11 0.06 1.12 49.0 0.56 100

Villages 19.36 4.77 21.90 1.31 1.24 0.62 0.48 49.10 1.24 100

Study Area 16.10 3.68 16.70 5.73 3.70 1.62 1.04 48.5 2.87 100

6.4.5 Trip Length Distribution

The average trip lengths observed are 4.91 km and 3.62 km including and excluding walk trips

respectively. Trip length frequency distribution (TLFD) shows that majority of the vehicular trips have

trip lengths between 3 and 5 km (37.9 percent), followed by 5 to 7 km (18.4 percent). The detail of the

distribution of trips by trip length range is presented in Table.



65

Table 6.20 Percentage Distribution of Trips by Trip Length Range

Trip Length

(Km) Excluding Walk Including Walk

0-1 3.37 24.37

1-2 8.26 14

2-3 5.18 5.03

3-5 37.89 26.33

5-7 18.45 12.54

7-10 15.09 10.07

10-15 6.29 4.09

>15 5.48 3.56

Total 100 100

There is marked varation in the distribution patterns of trip lengths in Villages and the rest of the

study area. It is evident from Table below that the average vehicular trip length increases from

4.44 km in Cantonment to 6.25 km in extension area exhibiting a 30 percent increase.

Table 6.21 Distribution of trips by length in Different locations

Area Trips Trip Length Range in (Km) Average

Trip Length

(Km)

Up

to 1

>1&

<=2

>2&

<=3

>3&

<=5

>5&

<=7

>7&

<=10

>10&

<=15 >15 Total

Excl.

walk

Trips

Incl.

walk

Corporation 28.99 21.35 13.57 18.63 8.42 5.83 2.13 1.08 100 3.55 4.84

Cantonment 32.54 22.06 18.3 13.55 5.64 4.15 2.87 0.89 100 3.06 4.44

VFJ/OFK/GCF 19.17 21.03 17.3 17.17 9.83 6.16 3.86 5.48 100 4.46 5.03

Villages 35.27 15.15 13.69 13.49 6.09 7.05 5.95 3.32 100 4.01 6.25

Study Area 28.87 21.02 13.99 18.06 8.27 5.85 2.48 1.46 100 3.62 4.91

All the areas except VFJ/OFK/GCF have a majority of trips in the range of 1 to 2 Km while the

VFJ/OFK/GCF has major share (21.03 percent) of trips lie in the range of 1.00 to 2.00 Km. Average

vehicle trip lengths are the highest in the VFJ/OFK/GCF, while it is the lowest in the Cantonment.

6.5 Parking Characteristics:

Parking surveys and their analysis provide information on parking demand, extent of the usage of

parking facility and the availability of parking space.

Data was collected from major parking areas within the central area where significant vehicular

parking is observed. Vehicular parking within Jabalpur city is generally on street and very limited off-



66

street parking lots exist within the city. Thus eleven on-street and off-street parking locations (Jabalpur

Railway Station) were surveyed to obtain parking details.

For estimating parking demand and planning parking facilities, it would be necessary to express the

space occupied by individual vehicles in single unit terms. The Consultants have adopted the

following values as listed in Table against each mode as Equivalent Car Spaces (ECS).

Table 6.22 Equivalent Car Space

Vehicle Type ECS

Two Wheeler 0.25

Auto Rickshaw 0.50

Car/Jeep/Van 1.00

Bicycle 0.80

Hand Drawn 0.50

LCV 1.50

HCV 2.00

Cycle Rickshaw 0.30

6.5.1 On-street Parking Characteristics

Maximum Parking Accumulation

The summary of maximum parking accumulation at individual locations and the corresponding peak

hour ECS requirements are given in table 6.23.

Table 6.23 Maximum Parking Accumulation

Location

Stretch

Peak hour

Maximum

Accumulation

Vehicles ECS

Andherdev Marg Tularam Chowk & Bhargav Chowk 12.00-12.30 254 51.4

Jabalpur Bus Stand Inside the Bus Stand 13.30-14.00 45 90.0

Civic Center Hotel Tarang & Rajdhani Restaurant 20.00-20.30 139 37.1

TCPO to Prakash Collection Shop 12.00-12.30 142 43.0

Favvara Chowk Lordganj Police Station and Favvara

Chowk

17.00-17.30 224 49.9

Favvara Chowk & Kamania Gate 20.00-20.30 164 35.5

Bhargab Chowk to Favvara Chowk 12.30-13.00 166 48.4

Favvara Chowk & Mandi Chowk 14.30-15.00 157 42.8

In Front of Jabalpur

Bus Stand

Section in front of Jabalpur Bus Stand 19.00-19.30 255 76.9

Jayprakash

Narayan Marg

Malviya Chowk to Super Market 20.30-21.00 361 94.5

Super market to Lordganj Police

Station

20.30-21.01 320 57.9



67

Sadar Market Intersection to Playground 19.30-20.00 182 70.5

Post Office to Intersection 20.00-20.30 127 58.5

Karamchand

Chowk

Karamchand Chowk to Tularam Chowk 12.00-12.30 213 43.0

Karamchand Chowk to Badi Omti 10.30-11.00 362 59.8

Karamchand Chowk to Rajeev Ghandi

Chowk

18.30-19.00 231 59.6

Karamchand Chowk to Malviya Chowk 11.00-11.30 160 36.7

Shastri Marg Nagar Nigam Chowk to Navbharat

Press

09.30-10.00 130 33.5

Navbharat Chowk to Bloom Chowk 13.00-13.30 210 104.8

Victoria Marg Badi Omti Chowk to Tularam Chowk 17.30-18.00 378 92.1

Jabalpur Railway

Station

Inside the Railway station parking 20.00-20.30 469 162.8

Amongst the surveyed on –street locations, on street parking in terms of area occupied was highest at

Shastri Marg between Navbharat Chowk and Bloom Chowk. This section of the road was observed to

have a peak hour parking demand of about 210 vehicles with maximum accumulation of 105 ECS.

Other locations with significant parking demand comprises Jaya Prakash Narayan marg, Victoria

Marg, area in front of Jabalpur Bus Stand, Sadar Market etc.

In terms of number of vehicles, heaviest parking was observed at Victoria Marg followed by

Karamchand Chowk and Jay Prakash Narayan Marg.

Composition of Parked Vehicles

The summary of vehicle composition amongst the total parked vehicles at individual locations shown

in table. It can be seen that two wheeler & cycles are the predominant modes of vehicles parked on

street. Composition of cars amongst total parked vehicles is not of significant extent for location at

Shastri Marg, Sadar market and area in front of the Jabalpur Bus Stand. Presence of cycle reckshaws

amongst total on-street parking is significant at Shastri Marg, Karamchand Chowk, Civic Centre and

Victoria Marg. The area around Fawara Chowk is observed with significant handcarts primarily used

for movement of goods around the market through the narrow roads in vicinity.

Parking duration

Data on parking duration was collected by recording registration plates of vehicles parked on street

within every 30 minutes on a particular corridor. The average parking duration for vehicles at

individual location is presented in table. It can be seen that the average parking duration for two-

wheeler and cars is between 30-50 minutes. Majority of Auto Rickshaws on the other hand are parked

for less than about 25 minutes.



68

Table 6.24 Parking Duration of Vehicles

Location

Stretch

Parking Duration

2W Car Auto Tempo LCV HCV Buses

Andherdev marg Tularam Chowk & Bhargav

Chowk

46.6 30.0 15.0 0.0 7.5 0.0 0.0

Jabalpur Bus Stand Inside the Bus Stand 0.0 0.0 0.0 0.0 0.0 0.0 73.7

Civic Center

Hotel Tarang & Rajdhani

Restaurant

53.0 50.5 15.0 0.0 0.0 7.5 0.0

TCPO to Prakash Collection

Shop

40.9 38.9 22.4 0.0 7.5 0.0 0.0

Favvara Chowk

Lordganj Police Station and

Favvara Chowk

38.6 34.0 32.7 0.0 0.0 0.0 0.0

Favvara Chowk & Kamania

Gate

38.4 32.8 45.0 0.0 0.0 0.0 0.0

Bhargab Chowk to Favvara

Chowk

34.4 44.7 20.0 7.5 37.5 0.0 0.0

Favvara Chowk & Mandi

Chowk

28.0 35.0 18.5 7.5 0.0 0.0 0.0

In Front of

Jabalpur Bus

Stand

Section in front of Jabalpur

Bus Stand

47.9 50.2 36.2 21.4 20.6 7.5 0.0

Jayprakash

Narayan Marg

Malviya Chowk to Super

Market

34.9 43.4 20.5 15.0 37.5 0.0 0.0

Super market to Lordganj

Police Station

45.5 51.7 18.8 0.0 0.0 0.0 0.0

Sadar Market Intersection to Playground 42.4 35.8 44.4 0.0 15.0 0.0 0.0

Post Office to Intersection 57.5 42.8 22.5 0.0 21.0 15.0 0.0

Karamchand

Chowk

Karamchand Chowk to

Tularam Chowk

32.2 41.1 23.0 0.0 7.5 0.0 0.0

Karamchand Chowk to Badi

Omti

35.7 46.2 26.9 7.5 15.0 7.5 0.0

Karamchand Chowk to

Rajeev Ghandi Chowk

36.7 36.0 37.7 0.0 7.5 0.0 0.0

Karamchand Chowk to

Malviya Chowk

36.8 24.5 15.0 0.0 7.5 0.0 0.0

Shastri Marg Nagar Nigam Chowk to

Navbharat Press

20.0 25.0 18.8 15.0 7.5 0.0 0.0

Shastri Marg Navbharat Chowk to Bloom

Chowk

39.0 69.1 45.8 33.0 75.0 118.6 0.0

Victoria Marg Badi Omti Chowk to Tularam

Chowk

36.5 48.4 26.8 0.0 0.0 0.0 0.0



69

6.6 Road Network Characteristics

The appriciation of road network characteristics is important to assess the existing capacity level of

the roads, identify the problems if any and assess the scope of improvement or up gradation of the

network to cater to the existing and future traffic demand. For the present study a detailed inventory of

323 km has been carried out, out of which 63.9%, 6.16% and 21.83% of roads passes through

Corporation, Cantonment and villages respectively. About 8.1% of roads passes through OFK, GCF &

VFJ are combined together.

6.6.1 Total Road Length

The city contains a dense network of road. A detailed inventory survey of about 323 Km of road has

been carried out for the entire study area. Distribution of total length of road phasing through different

spatial units of the study area.

Table 6.25 Length of Total Road phasing through study area

Name of Area Total Length of Roads in Km.

Corporation 206.50

Cantonment Board 19.90

Village 70.50

OFK, GCF, VFJ 26.10

Total 323.00

6.6.2 Road Network Characteristics

Majority of the road in the study area are undivided and of bituminous pavement type. The pavement

condition of the roads passing through the cantonment area is good and are will maintained as

compared to the road phasing through rest of the area. The detailed characteristics are described as

under:

Type of Road

Distribution of road length by type of road shows that about 35.7% of road in the corporation area are

arterial road while in the cantonment and OFK, GCF and VFJ area 10.70% and 36.7% respectively.

Nearly 64% of the roads are arterial type road in the village area.

Table 6.26 Distribution of Road length by type of road

Type of

Classification

Road Length

Corporation Cantonment Village OFK, GCF, VFJ

Arterial 35.7 10.7 64.00 36.72

Sub Arterial 27.6 32.3 31.8 21.30

Collector 29.4 44.9 2.80 41.98

Local 7.3 12.00 1.30 0.00

Total 100.0 100.0 100.00 1000.00

Right of way (ROW):

The study shows that nearly 82% of roads in study area have ROW below 30m. It can be observed

from Table that about 90.8% of roads in the Corporation have ROW below 30m and in the

Cantonment area 93.6% of the roads have ROW below 30m, whereas in villages 49% has ROW below

30m. In the ordinance factory, vehicle factory and GCF area, 86.6% have ROW below 30m.



70

Table 6.27 Percentage Distribution of Road Length by ROW

ROW (m)

Road Length

Corporation Cantonment Villages OFK,GCF,VFJ

Up to 10 13.34 16.90 10.47 25.29

10 to 15 22.33 28.25 26.89 40.12

15 to 20 21.09 25.03 4.04 13.50

20 to 30 34.12 23.50 7.61 7.73

30 to 40 4.91 6.34 15.90 13.35

40 to 60 4.21 0.00 35.08 0.00

above 60 0.00 0.00 0.00 0.00

Total 100.0 100.00 100.00 100.00

There is no provision of service lane in almost the entire road network in the study area. This causes

the local traffic to use the main network for its movement, which affects the level of service on the

network.

Occurrence of On-street Parking

On-street parking reduces the carriage way width for the traffic movement thereby resulting in the loss

of traffic carrying capacity of the road network. It has been observed that nearly 70% of road network

in the entire study area has on street parking with the majority falling in the corporation area. Nearly

83.2%, 46.8% and 55.8% of the roads in the Corporation, Cantonment and village area respectively

shows the phenomena of on street parking. About 38% of roads network has on-street parking in the

OFK, GCF& VFJ area. Table 6.28 shows the road length distribution by occurrence of On-Street

Parking.

Table6.28 Percentage Distribution of Road Length by Occurrence of On-Street Parking

On-Street parking

Road Length

Corporation Cantonment Villages OFK,GCF,VFJ

On both sides 81.8 44.2 55.0 32.64

One side 1.4 2.6 0.8 4.54

Not observed 16.8 53.1 44.2 62.83

Total 100.0 100.0 100.0 100.0

In the Corporation area major parking is observed in the Central area, which includes roads such as:

* Victoria Marg

* Jaiprakash Narayan Marg

* Four arms of Tularam Chowk

* Fawara Chowk

The area around Fuvvara Chowk shows large amount of on street parking and in absence of

adequate R0W coupled with encroachments by shops and street side vendors, seriously affects

movement of traffic.



71

Type of Pavement :

Distribution of road length by type of pavement shows that most of the roads in the study area are

bituminous paved and very few of them are concrete roads. It can be seen from the Table that all the

roads in the cantonment are of bituminous type.

Table 6.29 Percentage Distribution of Road Length by Type of Pavement

Pavement Type Road Length


Bituminous 94.8 100 98.7 100.0

WBM 0.0 0 0.0 0

Concrete 5.2 0 1.30 0

Others 0.0 0 0.0 0

Total 100.00 100.0 100.0 100.0

Pavement Condition

Analysis of the condition of the roads in the study area in terms of extent of surface cracking, rutting,

undulation and bumps, potholes, patches etc reveal that the general quality of network is good. The

overall quality of roads is very good in the Cantonment areas. Table 6.30 shows the distribution of

road length by condition of pavement.

Table 6.30 Percentage Distribution of Road length as per Pavement Condition

Pavement

Condition

Type

Road length in Corporation Road length in

Cantonment Area

Road length in

Villages

Road length in OFK, GCF,

& VFJ

Excess

-ive

Medi

-um Low Total

Excess

-Ive

Medi

-um Low Total

Excess

-Ive

Medi

-

um

Low Total Excess

-Ive

Medi

-um Low Total

surface

Cracking

10.1 50.0 39.8 100 0.0 22.3 77.7 100 28.9 27.2 43.9 100 18.0 34.8 47.3 100

Rutting 10.1 49.8 40.0 100 0.0 22.3 77.7 100 28.9 27.2 43.9 100 18.0 34.8 47.3 100 Undulation

and

Bumps

11.1 49.0 39.8 100 0.0 22.3 77.7 100 28.9 27.2 43.9 100 18.0 34.8 47.3 100

Potholes 11.6 48.5 40.0 100 0.0 22.3 77.7 100 28.9 27.2 43.9 100 18.0 34.8 47.3 100 Patches 11.6 48.5 40.0 100 0.0 22.3 77.7 100 28.9 27.2 43.9 100 18.0 34.8 47.3 100

Drainage Facilities

The analysis of the drainage facilities shows that nearly 54 % of road length does not have roadside

drainage facilities in the entire study area. About 25 % of road length has drainage facility on one side

only and 20.8% has drain on both sides.

As shown in the Table, nearly 43.2 % of road network in the Corporation area does not have

drainage facility and about 26.4 % of network has drainage on one side only. In the Cantonment,

village and OFK/ GCF/VFJ area majority of the roads show non-availability of drainage facility. The

distribution of road length by the available drainage facility is given below in Table 6.31:



72

Table 6.31 Percentage Distribution of Road Length as per available of Drainage Facilities :

Pavement Type Road Length


Available (Both Side) 30.4 37.1 7.66 2.7

Available (One Side) 26.4 7.8 3.68 23.0

Not Available 43.2 55.1 88.66 74.3

Total 100.00 100.0 100.0 100.0

Foot path Facilities:

Analysis reveals that most of the roads lack footpath facilities thereby forcing the pedestrians to use

the carriageway, which reduces the width for vehicular movement and increases the risk for

pedestrian movement. About 98.2% of road network lacks in footpath facilities in the entire study area.

About 1.1% has footpath on one side and 0.8 % has footpath on both sides.

Footpath facilities are available more in the Cantonment area than the rest of the areas. Nearly 12%

of roads in the Cantonment area has footpath on one side. The distribution of road length by the

availability of footpath is given in the Table 6.32.

Table 6.32 Percentage Distribution of Road Length as per available of Foot path Facilities

All Pavement Type Road Length(%)




Not Available 98.60 87.28 100.0 100.0

Total 100.00 100.0 100.0 100.0

Street Light Facilities

Street light facility on one side of the road is available in about 74.8% of the total network identified in

the study area. The distribution of road length by street light facility is shown in Table. Nearly 24% of

network does not have street light facilities thus endangering the road users at night

Table 6.33 Percentage Distribution of Road Length as per available of Street Light Facilities :

All Pavement Type Road Length(%)




Available Center 2.57 1.06 0.00 0.0

Not Available 12.02 1.06 81.86 0.0

Total 100.00 100.0 100.0 100.0

6.7 Speed and Delay Analysis

Journey speed is one of the most, defining characteristics of traffic and its measurement is essential

in transport planning to evaluate the road network system, to provide vital inputs to travel demand

modeling and assist in economic analysis of improvement plans.

As a part of the present study, 323 Km of road network in the city was identified and the speed and



73

delay survey was carried out both in peak and off peak hours by "Moving Car Observer Method". The

network consisted of 356 nodes and 418 links. The data collected was analyzed to assess the speed

characteristics along the identified road network and identify locations and size of delay.

Spatial speed profile

Spatial analysis of speeds on the road network indicates that there is a marked difference in

average speeds between the VFJ and GCF areas and the rest of the study area. Distribution of road

length by journey speeds is presented in Table 6.34.

Table 6.34 Distribution of road length by journey speeds

Journey Speed

(Km./hr)

Road Length

Corporation Cantonment Villages OFK/VFJ/GCF

Up to 10 16.72 3.34 7.68 0.00

>10 and <=20 52.05 74.45 55.37 6.36

>20 and <=30 23.94 11.29 24.72 57.22

>30 and <=40 3.48 3.23 8.37 29.67

>40 3.82 7.70 3.86 6.75

Total 100 100 100 100

The average speed in the study area has been found to be 18.83 kmph. Majority of city road network

has an average traffic speeds between 20 to 30 kmph. Nearly 68 % of the roads in corporation area

have speeds less than 20 kmph. It has been observed that the speed of the traffic in the OFK, GCF

and VFJ is much more than the rest of the study area suggesting the better conditions of the roads in

those parts of the study area.

Speed profile by Carriage width and type

Low speeds on city corridor are basically due to the congestion and inadequate carriageway widths.

Distribution of road length by carriageway width and average speed is presented in Table 6.35.

Table 6.35 Distribution by Carriageway and average Speed

Carriageway

Width

Speed (Kmph)

Upto 10 >10& <=20 >20 & <=30 >30 & <=40 >40 Total

Single Lane 5.96 71.00 15.99 3.96 3.08 100.00

Intermediate Lane 23.04 35.73 36.17 1.61 3.45 100.00

2 Lane 19.14 47.35 20.68 8.20 4.62 100.00

3 Lane 9.73 45.71 39.57 2.33 2.66 100.00

4 Lane 5.77 62.98 28.93 2.33 0.00 100.00

More Than 4 Lane 3.32 68.40 11.77 5.85 10.66 100.00

It can be observed from the above table that low speed prevails on less configuration roads having

inadequate carriageway width. In general high average speeds have been observed on divided road

than on undivided roads. Distribution of road lengths by type of carriageway and speed has been

presented in Table 6.36.



74

Table 6.36 Distribution of Road Length by Speed and type of Carriageway

Carriageway

Width

Speed (Kmph)

Upto 10 >10& <=20 >20 & <=30 >30 & <=40 >40 Total

Undivided 14.17 53.30 23.35 5.08 4.10 100.00

Divided 6.42 45.98 38.98 8.62 8.62 100.00

The distribution by speed and road classification shows, as it can be observed from Table, that in

general the arterial roads have more traffic speed than the sub-arterial and the collector roads.

Table 6.37 Distribution of Road Length by Speed and Road Classification

Carriageway

Width

Speed (Kmph)

Upto 10 >10& <=20 >20 & <=30 >30 & <=40 >40 Total

Arterial 18.55 43.84 27.65 6.35 3.61 100.00

Sub-Arterial 10.32 64.59 16.86 5.73 2.51 100.00

Collector 10.94 59.2 25.19 1.52 3.16 100.00

6.8 Public and Para Transits System

Operational Characteristics

The predominant modes offering public and para public transport services in the study area are mini

buses, tempo, auto rickshaw and cycle rickshaw. In order to under stand the operating characteristics

of these modes, drivers of these vehicles as well as the users were interviewed on sample basis.

6.9 Pedestrian Characteristics

The objective was to assess the pedestrian flows along and across the intersecting arms at important

junctions and to suggest measures for safe movement of pedestrians.

Information relating to identification pedestrians volumes was obtained. This data has been based

extensively for deriving improvements measures under the Rapid Action and Short Term Measures.

Table 6.38 Peak Pedestrian Flow

Location ID Details Peak Hour Total Pedestrian Flow

(across)

JN1 Ranital Chourahaa 19.00 – 20.00 955

JN2 Damoh Naka 18.00 – 19.00 1845

JN3 Raddi Chowk 18.00 – 19.00 1828

JN4 Adhartal Chowk 17.00 – 18.00 796

JN5 Ghamapur Chowk 20.00 – 21.00 1074

JN6 Gorakhpur Junction 18.00 – 19.00 670

JN7 High Court Junction 14.00 – 15.00 474

JN8 ROB at Garha Road 17.00 – 18.00 258

JN9 Ghantaghar Chowk 18.00 – 19.00 455

JN10 Nagar Nigam Chowk 08.00 – 09.00 1026

JN11 Baldev Bagh Chowk 18.0 – 19.00 885



75

It can be observed that Damoh Naka has the maximum pedestrian flow followed by Raddi Chouk and

Ghamapur Junction. In order to study the complexity of problem, Constant has used the variable

(PV2) which is the product to pedestrian flow and square of traffic conflicting with pedestrian.

As per IRC 103 – 1988 if the PV2 value is more than 1 x 10

8 and 2 x 10

8 for divided and undivided road

respectively, then control crossings for pedestrian is warranted. Such Control measures may be in the

form of Zebra Crossing, Pedestrian signals or grade separated crossing etc. Hence estimation of PV2

is of utmost importance. For estimating PV2 at each locations consultants have utilized the traffic data

already variable through secondary sources or collected from the primary survey.

6.10 Stated Preference Survey

A Stated Preference Survey was carried out by the Consultants simultaneously with the opinion

survey. The respondents have an average travel time of 31.2 minutes and the average cost they

incurred for their journey to the work place was Rs. 8.80. Table 6.39 below shows the result of Stated

Preference Survey.

Table 6.39 Stated Preference Survey Result

Acceptable Walking Distance (meters) 257.91

Acceptable Waiting Time (minutes) 7.13

Acceptable Travel Time (minutes) 17.14

Acceptable Fare (Rupees) 6.63

Willingness-to pay for different scenarios (time savings from 10 min to 30 minutes) were asked for

proposed public transport system and results obtained are presented in Table. It can be observed that

people are willing to pay a maximum of Rs. 4.30 for 30-minute time saving.

Table 6.40 Willingness to Pay for Different Scenarios of Time Saving

Time Willingness to Pay

10 minutes 2.5

15 minutes 3.3

20 minutes 3.8

25 minutes 4.1

30 minutes 4.3

Acceptability of fare levels are presented in Table 6.41 below. It can be observed that beyond Rs.

5.00 acceptability levels declines sharply.

Table 6.41 Acceptability of Fare Levels for Proposed Public Transport System

Acceptability Fare Level (Rupees)

1 2 3 4 5 6 7 8 9

Acceptable 96.6 85.63 78.31 62.89 43.22 32.95 26.21 23.43 23.36

Neutral 1.98 9.58 8.73 17.85 22.03 12.5 8.83 3.43 1.42

Not Acceptable 1.42 4.79 12.96 19.26 34.75 54.55 64.96 73.14 75.21

Total 100 100 100 100 100 100 100 100 99.99



76

CHAPTER -7

Household Socio – Economic and Travel Characteristics

7.1 Socio-Economic Characteristics:

An appreciation of the demographic, socio-economic and travel characteristics of the city dwellers is

essential in order to understand the travel needs of the people, their propensity to travel, preferences

for travel modes, ability and willingness to pay for travel and their desire of travel within the area.

Such an understanding helps in rational policy formulation, decision making and in identification of

the relevant transport system to serve the area in the horizon year.

For the present study, household travel survey comprising 7606 households, spread over 102 traffic

zones, and was conducted in order to elicit the necessary socio-economic and travel characteristics.

The household data collected as a part of the field surveys, has been analyzed under the following

heads: -

i) Socio-economic characteristics

ii) Personal characteristics, and

iii) Trip characteristics

In order to appreciate the socio-economic and travel characteristics at a micro level the data has

been analyzed at four spatial levels within the study area of Jabalpur Urban Area. These are:

i) Corporation (comprising zones 1 to 60)

ii) Cantonment (Zones 61 to 68)

iii) Vehicle Factory Jabalpur (VFJ), Ordinance Factory Khamariya (OFK) and Gun

Carriage Factory (GCF) (zones 69, 71 & 92)

iv) Villages (all other zones till 102)

In addition characteristics at the zonal level have also been analyzed and presented.

7.2 House Hold Socio Economic Characteristics

7.2.1 Household Size

Average household size in the study area was observed to be 4.90. The distribution of households by

size, at the four spatial levels and the study area, is presented in Table 7.1

Table 7.1 Distribution of Households by size

Corporation Cantonment Villages VFJ/OFK/GCF Study Area

1 1.04 0.57 0.78 0 0.91

2-3 17.01 16.09 15.12 22.78 17.3

4-5 51.82 52.3 48.84 58.36 52.15

6-7 22.39 23.56 28.29 17.79 22.52

8-10 6.93 5.75 6.59 1.07 6.36

11-15 0.74 1.15 0.39 0 0.67

>15 0.07 0.57 0 0 0.09

Total 100 100 100 100 100

Avg. HH Size 5 5.05 5 4.46 4.90



77

It can be observed that the household structure predominantly is of joint family with 75 percent

households having a size between 4 and 7. Interestingly large sized families are more predominant

within the corporation and Cantonment than the adjacent Villages.

1

2-3 4-5

6-7 8-10

11-15 >15

Fig. 7.1 Percentage Distribution of Household Size in Study Area

7.2.2 Household Income

Average household income in the study area was recorded at Rs.6,120 per month. The distribution of

households under various income groups reveals that majority of the household (26.65 percent) fall

within an income range of Rs.4,500-7,500 per month. Disaggregate analysis shows that zone 6

(Jawaharlal Nehru Ward) is the most affluent zone in the study area having an average household

income of Rs.10,788 per month, while zone 78, formed by Simariya, Kachnari and Rengwa villages,

had the least household income of Rs.1822. Table 7.2 shows the distribution of households under

different income groups.

Table 7.2 Distribution of Households by income

Area Upto

1500

1501-

3000

3001-

4500

4500-

7500

7501-

10000

10001-

15000

15000-

20000

20000

and

above

Total Average

House hold

Income

(Rs./month)

Corporation 4.71 22.5 17.23 27.61 16.49 7.41 2.85 1.19 100 5980.73

Cantonment 2.87 22.99 17.24 27.59 14.94 9.77 4.02 0.57 100 6202.59

Village 11.63 32.56 19.77 22.48 9.3 2.71 1.55 0 100 4334.3

VFJ/OFK/GCF 0 1.78 2.49 20.64 51.25 20.28 2.85 0.71 100 9049.82

Study area 4.75 21.58 16.21 26.65 18.73 8.24 2.81 1.03 100 6120.35

It can also be seen that amongst the four spatial levels, VFJ/OFK/GCF area is the most affluent

with average household income of Rs. 9050 per month followed by Cantonment with average

income of Rs. 6203 per month. Surprisingly, average income levels within the Corporation area

was found be less than the overall study area average.



78

Upto 1500

1501-3000

3001-4500

4500-7500

7501-10000

10001-15000

15000-20000

20000 and above

Fig. 7.2 Percentage Distribution of Household in Study area as per Income

7.2.3 Vehicle Ownership

Average vehicle ownership rate in the study area was observed to be 0.81 vehicles per household in

case of motorized, vehicles and 2.05 vehicles per household when bicycles are also taken into

consideration (Table 7.3). The car ownership rates are lower as compared to two wheeler and cycle

ownership.

Table 7.3 Household Vehicle Ownership Rates (Vehicle/Household)

Vehicle Vehicle Ownership Rate

Two Wheeler 0.79

Cycle 1.24

Car/Jeep 0.03

Two Wheeler & Cycle 0.48

Car & Two Wheeler 0.018

Car & Cycle 0.016

The distribution of households by vehicular ownership shows that about 97.65 percent households in

the study area own some form of a vehicle (Table 7.4). Two wheelers and bicycles are the most

common vehicles owned by households in the study area. About 47 percent of households own at least

one bicycle indicating the importance of cycles as a mode of mobility.

Table 7.4 Distributions of Households by Vehicle Ownership

Vehicle Corporation Cantonment Village VJF/OFK/GCF Study Area

No vehicle 2.61 0.9 4.13 0.19 2.35

2 Wheeler/Moped 30.56 25.34 21.34 30.32 29.69

Cycle 45.47 55.43 58 46.16 46.85

Car/Jeep 1.1 0.68 0.69 0.78 1.02

2w & cycle 17.97 16.52 15.32 22.25 18.22

Car & 2 w 0.8 0.68 0 0 0.65

Car & cycle 0.76 0 0 0 0.59

Other 0.48 0 0.17 0 0.38

Total 100 100 100 100 100



79

Only a small proportion of households (2.35%) do not own a vehicle, while 19.5 percent households

own more than one vehicle.

Fig.7.3 Percentage Distribution of Household’s Vehicle Ownership in study Area

Table 7.5 Distribution of Households by Monthly Expenditure on Travel

Monthly

Expenditure

(Range (Rs.)

Corporation Cantonment Village VJF/OFK/GCF Study Area

0 to 100 986 55 2 230 1024

(16.3%) (13.0%) (31.0%) (0.4%) (15.6%)

100 to 200 1064 52 23 241 1116

(17.6%) (12.3%) (32.5%) (5.7%) (17.0%)

200 to 300 901 88 98 136 978

(14.9%) (20.8%) (18.3%) (9.3%) (14.9%)

300 to 500 1337 115 103 185 978

(22.1%) (27.3%) (24.9%) (26.1%) (14.9%)

500 to 800 1252 82 137 90 1504

(20.7%) (19.5%) (12.2%) (34.6%) (22.9%)

800 to 1000 544 49 56 41 1405

(9.0%) (11.7%) (5.6%) (14.3%) (21.4%)

1000 to 1500 617 19 34 41 617

(10.2%) (4.6%) (5.6%) (8.6%) (9.4%)

1500 and

above

345 16 6 7 322

(5.7%) (3.9%) (1.0%) (1.4%) (4.9%)

Total 6048 422 395 741 6567

(100.00%) (100.00%) (100.00%)) (100.00%) (100.00%)

Study Area No vehicle

2 Wheeler/Moped

Cycle

Car/Jeep

2w & cycle

Car & 2 w

Car & cycle

Other



80

7.6 Average Monthly Household Expenditure on Travel by Income Group

Income Range Corporation Cantonment Village VJF/OFK/GCF Study Area

Up to 1500 683 64 49 0 768

(11.3%) (15.2%) (12.5%) (0.0%) (11.7%)

1501-3000 569 42 29 78 604

(9.4%) (10.0%) (7.3%) (10.5%) (9.2%)

3001-4500 605 39 33 85 650

(10.0%) (9.3%) (8.3%) (11.5%) (9.9%)

4501-7500 605 42 31 56 637

(10.0%) (10.0%) (7.9%) (7.6%) (9.7%)

7501-10000 544 30 33 51 552

(9.0%) (7.1%) (8.3%) (6.9%) (8.4%)

10001-15000 562 28 23 52 565

(9.3%) (6.6%) (5.9%) (7.0%) (8.6%)

15001-20000 538 0 31 45 571

(8.9%) (0.0%) (7.8%) (6.1%) (8.7%)

20000 and

Above

423 22 0 66 466

(7.0%) (5.3%) (0.0%) (8.9%) (7.1%)

Total 6048 422 395 741 6567

(100.00%) (100.00%) (100.00%)) (100.00%) (100.00%)

0

5

10

15

20

Up

to

15

00

30

01

-

45

00

75

01

-

10

00

0

15

00

1-

20

00

0

Corporation

Cantonment

Village

VJF/OFK/GCF

Study Area

Fig.7.4 Percentage Average Monthly Expenditure on travel as per House Hold Income

7.3 Personal Characteristics

7.3.1 Age Structure

Population distribution under different age groups reveals that majority of the population (42.58

percent) in the study area is in the age group of 18-40 years. Population under working age group

(18-60 years) constitutes about 72 percent within the total population study area. Table 7.7 shows the

population distribution under different age groups in the study area.



81

Table 7.7 Population distributions by Age (in %)

Area

Age (in years)

0-5 5-18 18-40 40-60 60 and

above Total

Corporation 1.33 15.96 43.11 28.7 10.9 100

Cantonment 1.84 14.79 45.18 29.29 8.9 100

VFJ/OFKlGCF 0.54 12.97 36.18 40.29 10.02 100

Villages 1.81 19.15 42.04 25.89 11.12 100

Study Area 1.33 15.91 42.58 29.43 10.74 100

The population distribution in the study area by age groups. It can be seen that population below 5

years of age constitute about 1.3 percent, whereas population over 60 years comprise about 10.7

percent of the total population within study area.

0

10

20

30

40

500-5

18-

May

18-4

0

40-6

0

60

and

Age (in years)

Corporation

Cantonment

VFJ/OFKlGCF

Villages

Study Area

Fig.7.5 Age Structure of Study Area

7.3.2 Gender

The Sex Ratio (number of females per thousand males) in the study area is observed as 868. Area

wise distribution of male population varies between 55.2 to 50.3 percent in the study area. Table 7.8

below shows the percentage of males and females within different parts of the study area. The

VFJ/OFK/GCF area has a fair balance in gender ratio in comparison to other spatial regions in the

study area.

Table 7.8 Distribution of Population by Gender

Area Gender

Male Female

Corporation 53.80 46.20

Cantonment 55.19 44.81 VFJ/OFKlGCF 50.32 49.68

Villages 52.71 47.29

Study Area 53.53 46.4 7



82

7.3.3 Educational Profile

Nearly 91.1 percent of the total population within the study area is literate. Majority of the population

(47.5 percent) has secondary educational qualifications. Graduate and higher qualified population

accounted for 20.3 percent, while professional or technical graduates constitute about 0.84 percent of

total population (Table 7.9). There are spatial inequities in terms of educational status of population

residing in different parts of the study area. While VFJ/OFK/GCF has about 30.9 percent graduate

population, it is only 6.9 percent in case of Villages, probably on account of poor access to educational

facilities and poor economic status.

Table 7.9 Distribution of Population by Education

Area Illiterate Primary Middle/lnter

mediate Graduate

Post

Graduate

& Above

Profes

sional Others Total

Corporation 8.52 19.92 47.58 15.7 4.21 0.96 3.10 100

Cantonment 9.14 17.61 54.06 11.96 2.6 0.56 4.06 100

VFJ/OFK/GCF 6.84 9.86 42.05 30.92 8.74 0.24 1.35 100

Villages 15.09 23.07 47.37 6.97 2.32 0.31 4.88 100

Study Area 8.93 19.28 47.49 15.97 4.32 0.84 3.16 100

7.3.4 Occupation

The classification of workers under different occupation groups has been detailed in Table 7.10. The

estimated work force participation rate (WFPR) in the study area as estimated from household survey

is 31.4 percent. Of this maximum workers are under the service sector (16.3%). Interestingly, the

unemployment rate is maximum in Cantonment at about 10.4 percent.

Table 7.10 Distribution of Population by Occupation (in %)

Area Type of Occupation

Service Busine

ss

Daily

Wages

(Casual

House

wife

Student Retired Unemployed Other

Total

Corporation 16.81 9.10 6.55 24.53 28.30 3.82 8.40 3.48 100

Cantonment 17.16 12.42 4.29 25.62 22.91 2.93 10.38 4.29 100

VFJ/OFKlGCF 26.63 3.42 0.4 28.3 26.79 3.10 10.10 1.27 100

Villages 11.30 9.44 8.67 26.93 26.24 2.48 9.44 5.50 100

Study Area 16.35 8.87 6.13 25.06 27.74 3.62 8.72 3.51 100

7.3.5 The distribution of population by occupation

The distribution of the population in the study area based on occupation reveals that about 27.8

percent of the population comprise of students, while 25 percent comprised of housewives. The

unemployed population share is 8.7 percent while retired population was nearly 3.6 percent. Spatial

distribution shows that larger share of population in VFJ/OFK/GCF are engaged in services as

occupation compared to the rest of the study area.



83

Type of Occuption Service-16.35%

Type of Occuption Business-8.87

Type of Occuption Daily Wages-6.13

Type of Occuption House-25.06

Type of Occuption Student-27.74

Type of Occuption Retaired-3.62

Type of Occuption Unemployed-8.72

Fig.7.6 Distribution of population by occupation

7.3.6 Driving License Holders

Table 7.11 gives the percentage .of population having a driving license. The table shows that out .of

the population above 18 years .of age, only about 15.9 percent individuals within the study area

possess driving licenses.

Table 7.11 Percentage Distribution of Population By Driving License Holder

Area No License Two

Wheeler Car Others Total

Corporation 84.76 14.39 0.61 0.25 100

Cantonment 85.67 13.66 0.56 0.11 100

VF J/OFK/GCF 69.08 30.37 0.32 0.24 100

Villages 90.71 8.82 0.46 0 100

Study Area 84.08 15.13 0.57 0.22 100

It can be seen that while 50% household own form of motorized vehicles only about 15.9% individual

posses a driving license.

7.4 Travel Characteristics

Data on trip information has been analyzed with a view to assess the travel characteristics and trip

pattern in the study area. The travel and socio-economic characteristics will form the basis for

constructing the travel demand model for the study area.

7.4.1 Total Trips

An estimated 26,337 trips were preformed on an average day by 7606 households selected at

random within the study area, out of which Corporation contributed is 84.6 percent, Cantonment 3.84

percent, VFJ/OFK/GCF 6.1 percent and 5.5 percent by Villages.

7.4.2 Per Capita Trip Rate

The overall per capita trip rate (PCTR) observed in the study area was 1.57 while the PCTR

excluding walk trip was 1. Spatial Analysis of PCTR reveals that highest vehicular PCTR was

observed in VFJ/OFK/GCF (1.09), followed by the Corporation area (1.05). The Villages recorded the

lowest vehicle PCTR of 0.61 indicating the prevalence of low-income and low mobility level

population. The overall PCTR varies significantly over spatial entities of the study area, as shown

below in Table 7.12. The spatial variation of PCTR value across the study area is shown in Fig.7.7



84

Table 7.12 Per Capita Trip Rate of Different localities

Area Including Walk Trips Excluding Walk Trips

Corporation 1.68 1.05

Cantonment 1.14 0.66

VFJ/OFK/GCF 1.28 1.09

Village 1.11 0.61

Study Area 1.57 1.0

0

0.5

1

1.5

2

Cor

pora

tion

Can

tonm

ent

VFJ/OFK/G

CF

Village

Study

Are

a

Including WalkTrips

Excluding WalkTrips

Fig.7.7 Per Capita Trip Rates

7.4.3 Mode of Travel

The distribution of trips amongst different modes (Fig.7.8) show that the share of trips by personalized

vehicles (cycles, two wheelers & cars) and public/IPT transport accounted for 48.08 percent and 14.8

percent respectively (refer Table 7.13). Walk trips constitute about 36.7 percent of total trips in the

study area. The share of walks trips in total understandably is highest in Villages followed by

Cantonment and Corporation respectively. Public transport trips are lowest at 4.7 percent in

Cantonment followed by Village at 6.94 percent largely due to poor accessibility to public transport as

compared to Corporation where it is over 15 percent.

Table 7.13 Mode wise distribution of Trips

Area Walk Private (Excluding

Walk)

Public Transport &

IPT

Others Total

Corporation 37.56 46.73 15.47 0.22 100

Cantonment 42.33 52.92 4.74 0 100

VFJ/OFK/GCF 14.5 63.91 18.10 3.48 100

Village 44.8 47.79 6.94 0.49 100

Study Area 36.74 48.08 14.76 0.42 100



85

010203040506070

Cor

pora

tion

Can

tonm

ent

VFJ/OFK/G

CF

Village

Study

Are

a

Walk

Private (ExcludingWalk)

Public Transport &IPT

Others

Fig.7.8 Mode wise distribution of Trips

7.4.4 Trip Purpose

Trip distribution by purpose of travel (Figure 7.9) shows that work and education trips account for 16.1

percent and 16.7 percent of the total trips made in the study area respectively. Shopping trips account

for 5.73 percent share. Area wise details of purpose of trip are given in Table 7.14.

Table 7.14 Purpose-wise percentage Distribution of Trip (Area wise)

Area Work Business Education Shopping Social Recr-

eation

Health

/Hospital

Return

Home

Other

Purpose

Total

Corporation 15.52 3.68 16.20 6.17 3.95 1.80 1.12 48.4 3.17 100

Cantonment 17.31 3.96 18.00 4.55 2.67 1.48 0.0 49.6 2.47 100

VFJ/OFK/GCF 20.47 2.55 18.80 4.29 3.11 0.06 1.12 49.0 0.56 100

Villages 19.36 4.77 21.90 1.31 1.24 0.62 0.48 49.10 1.24 100

Study Area 16.10 3.68 16.70 5.73 3.70 1.62 1.04 48.5 2.87 100

Work-16.1%

Business-3.68%

Education-16.7%

Shopping-5.73%

Social-3.7%

Recreation-1.62%

Return Home-48.5%

Other Purpose-2.87%

Fig.7.9 Purpose-wise percentage Distribution of Trip

7.4.5 Trip Length

The average trip lengths observed are 4.91 km and 3.62 km including and excluding walk trips

respectively. Trip length frequency distribution (TLFD) shows that majority of the vehicular trips have

trip lengths between 3 and 5 km (37.9 percent), followed by 5 to 7 km (18.4 percent). The detail of the

distribution of trips by trip length is presented in Table7.15. The lengthwise distribution of trips is

presented in Table and the distribution of trips by trip length.



86

Table 7.15 Distribution of Trips by Trip Length

Trip Length

(Km)

Excluding Walk Including Walk

0-1 3.37 24.37 1-2 8.26 14 2-3 5.18 5.03 3-5 37.89 26.33 5-7 18.45 12.54

7-10 15.09 10.07 10-15 6.29 4.09 >15 5.48 3.56

Total 100 100

There is a marked variation in the distribution pattern of trip lengths in Villages and the rest of the study

area. It is evident from Table 7.16 below that the average vehicular trip length increases from 4.44 km

in Cantonment to 6.25 km in extension area exhibiting a 30 percent increase.

Table 7.16 Distribution of trips by length (Area wise)

Area Trips Trip Length Range in (Km) Average

Trip Length

(Km)

Up

to 1

>1&

<=2

>2&

<=3

>3&

<=5

>5&

<=7

>7&

<=10

>10&

<=15 >15 Total

Excl.

walk

Trips

Incl.

walk

Corporation 28.99 21.35 13.57 18.63 8.42 5.83 2.13 1.08 100 3.55 4.84

Cantonment 32.54 22.06 18.3 13.55 5.64 4.15 2.87 0.89 100 3.06 4.44

VFJ/OFK/GCF 19.17 21.03 17.3 17.17 9.83 6.16 3.86 5.48 100 4.46 5.03

Villages 35.27 15.15 13.69 13.49 6.09 7.05 5.95 3.32 100 4.01 6.25

Study Area 28.87 21.02 13.99 18.06 8.27 5.85 2.48 1.46 100 3.62 4.91

All the areas except VFJ/OFK/GCF have a majority of trips in the range of 1 to 2 Km while the major

share (21.03 percent) of trips for VFJ/OFK/GCF lie in the range of 2.00 to 3.00 Km. Average vehicle

trip lengths are the highest in the VFJ/OFK/GCF, while it is the lowest in the Cantonment.

05

10152025303540

Up >1& >2& >3& >5& >7& >15

Trips Trip Length Range in (Km)

Corporation

Cantonment

VFJ/OFK/GCF

Villages

Study Area

Fig.7.10 Trip Length Frequency Distribution



87

7.4.6 Average Trip Length, Travel Time and Travel Cost by Mode

Analysis of the data for average trip length (ATL) for the study area shows that walk trips have an ATL

of 1.38 km, scooter trips 5.26 km and car 8.34 km. The details of ATL as well as Average trip time

(ATT) and Average Trip Cost (ATC) are presented in Table. It can be observed that for Mini bus trip,

the ATT is as high as 51.82 minutes in spite of the ATL being 8.81 Km.

Table 7.17 Mode wise ATL, A TT and A TC for Study area

Mode ATL (Km) ATT (Min) ATC (Rs) ATL (km/hr)

Walk 1.38 23.64 0.00 3.50

Scooter/Motor Cycle 5.26 29.53 3.55 10.69

Auto Rickshaw/Taxi 4.78 34.65 9.68 8.28

Tempo 4.53 38.72 4.91 7.02

Cycle 4.03 33.48 0.00 7.22

Car/Jeep 8.34 30.44 11.11 16.44

Govt. Car/Van 3.17 17.50 8.67 10.87

Cycle Rickshaw 3.61 37.61 7.15 5.76

Shared Vehicle 4.35 29.00 5.90 9.00

Mini Bus 8.81 51.82 5.78 10.20

Chartered/Contract

Bus 9.88 52.19 2.88 11.36

State Transport Bus 8.18 43.45 6.09 11.30

Institutional/Company

Bus 12.23 65.97 3.74 11.12

Rail 96.69 147.69 22.85 39.28

All Modes 3.62 30.16 1.99 7.20

The average walking time has been observed as 23.64 minutes while the average time for two

wheeler trips is about 29.53 minutes. The ATL and ATT for Mini bus, the predominant public transport

in the study area is 8.81 Km & 51.82 minutes respectively, while it is 4.53 Km and 38.72 minutes for

tempo.

7.4.7 Average Trip Length by Purpose

The purpose wise distribution of ATL indicates that amongst trips, 'work' trips have average trip

lengths (4.75 km) followed by business trips (3.92 km), 'other purposes' trips (3.64 km). The average

trip length for education trips is 3.05 km while average trip length for shopping trips is 2.55 km. The

purpose wise Average trip length for the study area is presented in Table 7.18.



88

Table 7.18 Average Trip Length by Trip Purpose

S. No. Purpose Average Trip Length (Km)

1 Work 4.75

2 Business 3.92

3 Education 3.05

4 Shopping 2.55

5 Social 3.43

6 Recreation 2.48

7 Health / Hospital 2.83

8 Return Home 3.61

9 Other Purpose 3.64

7.4.8 Purpose and Mode of Travel

The mode wise trip distribution by purpose (Table 7.19) indicates that while walk trip are mainly for

education purpose, cycles trips are used for work purpose. Majority of private motorized vehicle trips

(25.8%) are for work purpose while para transit and public transport modes are largely use for

educational purpose.

Table 7.19 Percentage Mode wise Distribution of Trip by Purpose

Mode

Purpose

Work Business Education Shopping Social Recreation Health

/Hospital

Return

Home

Other

purpose

Walk 9.87 2.65 19.23 7.94 3.56 2.81 1.42 49.06 100

Cycle 21.13 3.18 20.02 1.82 2.51 0.76 0.26 48.83 100

Private

(2W/Car)

25.8 7.37 7.02 3.68 3.56 1.32 0.68 47.44 100

PT/IPT 10.86 2.28 18.88 6.55 6.69 0.85 2.51 48.06 100

Others 20.56 3.16 20.1 2.02 2.69 0.76 0.35 48.78 100

The purpose wise distribution of trips across modes (Table 7.20) reveals that majority of work and

business trips (26.1 percent and 35.7 percent respectively) are performed by private motorized

vehicles, while 33.6 percent of education trips are performed by walk. The major modes for shopping

trips are walk (55.2 percent) and private motorized vehicles (15.1 percent) respectively.



89

Table 7.20 Percentage Mode wise Distribution of Trip by Modes

Mode

Purpose

Work Business Education Shopping Social Recreation Health

/Hospital

Return

Home

Other

purpose

Walk 16.90 21.70 33.60 55.2 32.5 57.3 50.2 30.7 41.7

Cycle 26.0 18.80 25.10 9.06 16.4 11.2 6.59 22 12.9

Private

(2W/Car)

26.10 35.70 7.30 15.1 19.2 15.9 14.3 17.5 22.3

PT/IPT 4.06 4.07 7.20 9.93 13.3 3.81 19.4 6.56 8.71

Others 26.90 19.80 26.80 10.7 18.7 11.8 9.52 23.3 14.4

Total 100 100 100 100 100 100 100 100 100

7.4.9 Purpose and Trip Length Relationship

The distribution of trips by purpose and trip length reveals that 59.2 percent of work trips and 66.2

percent of business trips are confined upto a distance of five km while 44.2 percent of the education

trips are upto a distance of two km (Table 7.21).

Table 7.21 Purpose wise Distribution of Trips by Trip Length

Trip

Length

Purpose of Travel

Work Business Education Shopping Social Recreation Health/

Hospital

Return

Home

Other

purpose

0-1 14.4 28.4 28 29.3 22.2 45.4 35 24.6 31.9

1-2 11.6 10.8 16.2 17.5 13 18 15.5 13.9 13.6

2-3 4.02 4.57 6.68 5.33 4.32 2.33 5.83 5.03 3.47

3-5 29.2 22.4 24.9 29.5 25.7 16.9 17.5 26.4 25.9

5-7 13.8 9.38 11.6 13.5 17.6 9.88 13.6 12.4 10.4

7-10 14.9 13 7.67 2.48 10.8 2.91 6.8 10.2 6.62

10-15 6.13 5.29 3.04 1.33 3.51 2.33 5.83 4 3.79

>15 5.97 6.25 1.77 0.95 2.97 2.33 0 3.49 4.42

Total 100 100 100 100 100 100 100 100 100

7.5 Zonal Travel Characteristics

Travel Characteristics have also been compiled at the zonal level in terms of mode of travel, Purpose

of travel, trip length and per capita trip rate.

7.5.1 Mode of Travel The distribution of trips by mode of travel at zonal level are presented below

in table 7.22.



90

Table 7.22 presents the distribution of trips by mode of travel at zonal level

Mode of Travel

Zone Number Walk Private Mode PT/IPT Others Total

1 29.43 36.4 1.25 15.46 100

2 26.03 40 3.49 14.92 100

3 43.91 27.27 8.9 7.55 100

4 41.87 27.59 0 3.95 100

5 63 5.29 2.64 2.64 100

6 18.79 41.82 2.42 7.88 100

7 29.03 24.19 3.23 16.13 100

8 31.72 26.9 0 17.93 100

9 47.37 28.07 2.63 5.26 100

10 36.44 19.49 0.85 12.7 100

11 23.11 30.44 3.1 18.22 100

12 23.91 39.8 0 19.07 100

13 30.25 20.99 0 20.37 100

14 20.67 24.04 4.33 21.16 100

15 49.23 12.31 0 14.62 100

16 49.07 12.15 3.27 5.61 100

17 23.46 13.41 7.27 20.11 100

18 33.28 19.36 0 20 100

19 45.16 12.1 0 8.06 100

20 24.62 26.67 2.56 18.46 100

21 31.4 23.14 1.65 14.87 100

22 29.87 27.56 3.86 15.99 100

23 63.94 8.17 3.37 1.44 100

24 63.97 8.82 3.68 4.41 100

25 53.61 10.31 5.15 7.22 100

26 66.22 6.43 1.08 4.83 100

27 65.89 2.33 1.16 4.27 100

28 57.18 9.23 6.92 8.72 100

29 31.23 32.02 6.82 7.88 100

30 36.16 16.52 9.6 8.92 100

31 28.73 16.26 7.36 14.02 100

32 29.58 14.67 2.93 10.27 100

33 34.74 18.42 8.95 12.81 100

34 25.38 26.81 2.2 15.27 100

35 54.91 7.48 2.56 13.25 100

36 37.24 15.49 0 15.37 100

37 59.72 7.99 0 8.34 100

38 75.46 4.46 0 4.46 100



91

Mode of Travel


39 22.6 30.8 1.2 21 100

47 47.15 44.31 8.54 0 100

48 21.84 71.84 6.32 0 100

49 32.49 52.53 14.63 0.36 100

50 38.85 40.54 20.6 0 100

51 29.45 47.51 23.05 0 100

52 28.55 53.84 17.47 0.14 100

53 40.93 48.71 10.37 0 100

54 48.92 42.71 8.37 0 100

55 45.45 46.69 7.03 0.83 100

56 29.08 61.99 8.93 0 100

57 63.56 29.93 6.29 0.22 100

58 16.72 64.81 17.89 0.59 100

59 55.93 30.02 12.82 1.21 100

60 53.2 33 13.8 0 100

61 49.02 45.58 5.39 0 100

62 55.88 39.7 4.41 0 100

63 49.32 47.97 2.71 0 100

64 24.14 65.52 10.35 0 100

65 35.62 60.28 4.11 0 100

66 26.96 68.14 4.9 0 100

67 57.14 37.14 5.71 0 100

68 37.29 59.32 3.38 0 100

69 24.62 60.66 14.42 0.3 100

70 0 0 0 0 0

71 4.47 65.7 22.04 7.78 100

72 73.33 26.67 0 0 100

73 36.36 45.45 18.18 0 100

74 36 52 12 0 100

75 35.71 35.71 28.57 0 100

76 75 25 0 0 100

77 40 60 0 0 100

78 83.33 16.67 0 0 100

79 62 32 6 0 100

80 0 0 0 0 0

81 50 25 25 0 100

82 65.22 34.78 0 0 100

83 0 100 0 0 100

84 51.06 39.36 9.57 0 100



92

Mode of Travel


85 22.22 75.55 2.22 0 100

86 41.88 47.87 9.4 0.85 100

87 49.12 50.88 0 0 100

88 42.28 57.72 0 0 100

89 52.08 39.59 8.33 0 100

90 57.14 42.86 0 0 100

91 79.49 20.51 0 0 100

92 15.38 67.62 17.01 0 100

93 64.29 26.79 8.93 0 100

94 20.41 71.43 8.16 0 100

95 37.5 62.5 0 0 100

96 30.3 62.62 7.07 0 100

97 0 85.72 14.27 0 100

98 0 100 0 0 100

99 0 0 0 0 0

100 81.25 12.5 6.25 0 100

101 35 60 5 0 100

102 22.93 63.69 9.56 3.82 100

Study Area 36.74 48.08 14.76 0.42 100

7.5.2 Purpose of Travel

Table below presents distribution of Trips by Purpose of Travel at Zonal Level

Table 7.23 Distribution of Trips by Purpose of Travel

Zone

Number

Purpose

Work Business Educ

ation

Shop

ping

Social Recre

ation

Health

/Hospital

Return

Home

Other

Purpose

Total

1 16.71 6.73 19.2 2.24 2.99 1.25 0.5 46.63 3.74 100

2 13.02 6.35 19.68 2.22 2.54 0.63 0 49.52 6.03 100

3 18.76 2.9 11.61 7.35 7.35 1.93 0.97 47.39 1.74 100

4 10.84 8.37 14.78 3.94 12.32 0.49 0.49 47.78 0.99 100

5 16.3 0.88 13.22 12.33 0 7.05 0 49.78 0.44 100

6 18.18 4.24 14.55 4.85 3.64 0 0 48.48 6.06 100

7 20.97 0 20.16 2.42 0.81 1.61 0.81 50 3.23 100

8 15.17 6.21 23.45 4.14 2.07 0 0 46.21 2.76 100

9 13.16 4.39 12.72 6.58 0.44 10.96 0 49.56 2.19 100

10 16.95 2.54 21.19 2.54 4.24 0 1.69 50 0.85 100

11 14 2.67 12.67 6.22 10.89 4.89 1.11 47.33 0.22 100



93

Zone

Number

Purpose

Work Business Educ

ation

Shop

ping

Social Recre

ation

Health

/Hospital

Return

Home

Other

Purpose

Total

12 11.87 3.18 11.71 8.36 5.02 3.01 1.17 48.66 7.02 100

13 12.96 4.32 17.9 8.02 4.32 1.23 2.47 48.15 0.62 100

14 12.5 2.4 21.63 8.65 4.81 0 0.48 49.04 0.48 100

15 7.69 5.38 21.54 4.62 2.31 2.31 0 50.77 5.38 100

16 16.82 3.27 16.36 6.54 0.47 2.8 1.4 49.07 3.27 100

17 21.23 8.38 9.5 3.91 3.91 1.12 1.12 46.93 3.91 100

18 9.6 6.56 11.84 11.84 9.6 0.48 0.96 47.84 1.28 100

19 14.11 6.05 21.77 4.44 2.42 0.81 0 49.19 1.21 100

20 11.79 6.15 25.13 4.1 2.05 0.51 0.51 49.23 0.51 100

21 13.22 1.65 20.66 11.57 1.65 0.83 0.0 49.59 0.83 100

22 15.16 4.41 19.19 8.25 2.5 1.15 0.58 48.56 0.19 100

23 20.19 0.96 16.83 0.24 0 5.29 0 49.76 6.73 100

24 28.68 0.37 12.13 1.84 0 0 0.37 49.63 6.99 100

25 18.56 1.03 24.74 0 0 0 0.52 48.97 6.19 100

26 17.16 2.68 11.8 7.77 5.09 2.95 1.61 46.38 4.56 100

27 33.72 1.55 12.4 0 0 0.39 0 49.22 2.71 100

28 25.64 1.54 12.56 5.38 0.77 0 0 20 4.1 100

29 11.02 5.77 13.39 6.04 4.99 4.46 0.79 48.8 4.72 100

30 20.54 3.79 19.64 0.89 1.79 1.12 0.45 48.44 3.35 100

31 15.67 3.97 11.26 7.95 6.4 0.88 1.77 48.57 3.53 100

32 17.43 1.94 15.98 7.99 3.63 0.73 1.21 48.43 2.66 100

33 11.75 4.21 9.3 9.82 8.6 3.86 1.75 46.67 4.04 100

34 13.91 3.41 22.71 5.87 3.31 0.19 0.95 48.06 1.61 100

35 13.19 0.43 21.7 8.94 2.98 1.7 0 48.94 2.13 100

36 19.01 3.39 19.79 4.82 3.13 0.39 0.52 47.79 1.17 100

37 21.18 1.74 13.89 5.56 3.82 0.69 0 49.65 3.47 100

38 15.61 0.74 14.87 5.95 12.27 0 0.74 49.07 0.74 100

39 12.72 4.17 17.89 7.95 5.37 0.6 0.99 48.31 1.199 100

40 16.31 2.02 18.46 7.82 5.93 0.4 0.13 48.38 0.54 100

41 11.26 1.83 12.18 7.61 5.02 2.89 1.07 48.55 9.59 100

42 22.04 0.23 14.85 1.16 3.02 0 0.46 48.49 9.74 100

43 21.98 2.16 18.32 2.37 0 0.86 0.43 49.78 4.09 100

44 10.86 8.15 15.18 6.87 5.43 2.56 2.4 46.17 2.4 100

45 19.51 4.39 18.54 2.44 2.44 2.93 0.98 48.78 0 100

46 10.76 3.67 15.89 7.82 0.24 4.89 6.11 48.9 1.71 100

47 8.54 8.13 14.23 8.54 4.47 2.03 3.25 47.97 2.85 100



94

Zone

Number

Purpose

Work Business Educ

ation

Shop

ping

Social Recre

ation

Health

/Hospital

Return

Home

Other

Purpose

Total

48 11.49 16.09 8.62 11.49 8.05 0 0.57 42.53 1.15 100

49 11.73 3.79 14.26 7.76 3.43 0.54 4.51 49.28 4.69 100

50 18.58 1.69 15.54 7.77 2.36 0.68 0 49.66 3.72 100

51 22.33 4.28 11.64 3.33 2.85 0.24 4.75 49.41 1.19 100

52 10.53 2.81 10.81 7.16 7.72 6.74 0.98 47.19 6.04 100

53 18.13 3.63 16.58 5.7 3.63 2.59 0 49.22 0.52 100

54 9.73 6.76 15.41 7.3 1.08 0.54 8.11 49.46 1.62 100

55 16.53 3.31 26.03 1.65 0.83 0 0.41 49.17 2.07 100

56 18.62 2.81 21.68 1.53 2.81 0.51 0.51 48.72 2.81 100

57 16.49 0.43 16.27 14.1 0 3.47 0 49.24 0 100

58 10.85 3.81 19.94 4.4 4.11 1.17 0 46.33 9.38 100

59 17.26 6.38 14.89 7.09 1.18 3.55 0.47 48.23 0.95 100

60 9.09 6.06 24.58 3.03 4.04 0 0 49.16 4.04 100

61 19.12 3.92 21.08 0.98 0.98 0.49 0 48.53 4.9 100

62 13.24 3.68 21.32 4.41 1.47 1.47 0 50.74 3.68 100

63 20.95 3.38 10.81 10.14 3.38 0.68 0 49.32 1.35 100

64 24.14 3.45 6.9 3.45 5.17 1.72 0 50 5.17 100

65 15.07 5.48 1918 2.47 4.11 2.74 0 49.32 1.37 100

66 15.02 5.39 18.63 3.92 2.94 1.96 0 50 1.96 100

67 12.86 4.29 17.14 7.14 5.71 2.86 0 50 0 100

68 18.64 1.69 22.03 5.08 1.69 1.69 0 49.15 0 100

69 22.67 1.2 17.72 4.5 2.7 0.15 1.35 49.1 0.6 100

70 0 0 0 0 0 0 0 0 0 100

71 18.73 3.17 20.46 3.75 3.17 0 0.72 49.28 0.72 100

72 26.67 3.33 16.67 0 3.33 0 0 50 0 100

73 22.73 2.27 22.73 0 0 0 0 50 2.27 100

74 18 6 18 6 0 0 0 50 2 100

75 21.43 0 25 0 0 3.57 0 50 0 100

76 12.5 12.5 0 0 0 0 0 50 25 100

77 30 0 20 0 0 0 0 50 0 100

78 13.89 2.78 30.5 0 0 0 0 50 2.78 100

79 26 3 19 1 0 0 0 50 1 100

80 0 0 0 0 0 0 0 0 0 100

81 29.17 0 16.67 0 0 0 0 50 4.17 100

82 21.74 4.35 21.74 0 2.17 2.17 0 47.83 0.0 100

83 50 0 0 0 0 0 0 0 50 100



95

Zone

Number

Purpose

Work Business Educ

ation

Shop

ping

Social Recre

ation

Health

/Hospital

Return

Home

Other

Purpose

Total

84 11.7 10.64 15.96 3.19 4.26 2.13 3.19 48.94 0 100

85 26.67 0 20 2.22 0 0 0 48.89 2.22 100

86 18.8 7.69 21.37 0.85 2.56 0.85 0.85 47.01 0 100

87 25.42 0 22.03 0 1.69 0 1.69 49.15 0 100

88 17.89 4.88 23.58 1.63 1.63 0 0.81 49.59 0 100

89 20.83 2.08 27.08 0 0 0 0 50 0 100

90 0 0 28.57 0 0 0 0 50 21.43 100

91 20.51 7.69 17.95 0 0 0 0 43.85 0 100

92 19.43 4.45 17 5.26 4.05 0 1.62 48.18 0 100

93 15.18 8.04 23.21 0.89 0.89 2.68 0 49.11 0 100

94 20.41 8.16 18.37 2.04 2.04 0 0 48.98 0 100

95 12.5 6.25 6.25 18.75 6.25 0 0 43.75 6.25 100

96 17.17 4.04 23.23 0 1.01 0 0 49.49 5.05 100

97 21.43 0 28.57 0 0 0 0 50 0 100

98 41.67 8.33 0 0 0 0 0 50 0 100

99 0 0 0 0 0 0 0 0 0 100

100 6.25 6.25 37.5 0 0 0 0 50 0 100

101 10 2.5 30 0 2.5 2.5 2.5 47.5 2.5 100

102 19.5 4.4 25.79 1.89 0.63 0 0 47.8 0 100

Total 16.1 3.68 16.74 5.73 3.7 1.62 1.4 48.51 2.87 100

7.6 Trip Length :

Nearly 82% of the total trips are performed within a distance of 5 km. The maximum percentage of

trips (35%) have length between 1 to 3 km. Table 7.24 presents the distribution of trips by trip length

in each zone.

Table 7.24 Distribution of Trips by Trip Lengths

Zone

Number

Trip Length (Km.) Total

>0& >1& >3& >5& >7& >10& >15

1 20.45 44.39 16.46 7.73 5.49 2.49 2.99 100

2 27.62 33.65 20 11.43 4.76 1.27 1.27 100

3 21.28 46.81 20.12 5.03 2.71 0.97 3.09 100

4 71.92 15.27 3.94 0.99 7.88 0 0 100

5 45.13 28.32 13.72 4.42 6.64 1.33 0.44 100

6 18.18 26.67 36.97 8.48 4.85 3.64 1.21 100

7 14.52 37.1 27.42 12.9 4.84 1.61 1.61 100



96

Zone

Number


>0& >1& >3& >5& >7& >10& >15

8 28.28 40 14.48 4.83 11.03 1.38 0 100

9 62.28 14.91 9.65 6.14 2.63 2.63 1.75 100

10 28.81 33.9 21.19 5.93 3.39 6.78 0 100

11 26.44 31.11 24.44 7.33 7.11 1.78 1.78 100

12 21.07 26.25 19.4 13.04 10.03 6.52 3.68 100

13 25.31 51.85 8.02 9.88 4.94 0 0 100

14 13.46 49.04 24.04 5.77 7.69 0 0 100

15 59.23 26.15 10 1.54 1.54 0 1.54 100

16 31.31 46.73 16.82 1.87 2.34 0.47 0.47 100

17 27.37 31.84 17.32 5.03 8.94 3.91 5.59 100

18 20 45.76 26.72 3.68 2.88 0.48 0.48 100

19 39.11 33.47 15.73 5.24 6.45 0 0 100

20 28.72 33.85 19.49 11.79 6.15 0 0 100

21 25.62 29.75 31.4 6.61 3.31 1.65 1.65 100

22 25.53 37.04 19.96 11.32 3.26 1.73 1.15 100

23 41.59 39.66 11.06 4.81 0.48 0.48 1.92 100

24 25.74 50.37 11.76 6.99 2.21 2.21 0.74 100

25 44.09 24.73 21.51 1.08 3.23 2.15 3.23 100

26 39.41 50.67 8.04 0.8 0 0.54 0,54 100

27 34.88 48.84 11.63 2.33 2.33 0 0 100

28 15.9 48.72 23.59 5.38 6.41 0 0 100

29 33.33 39.37 18.11 5.25 3.41 0 0.52 100

30 26.12 22.54 23.88 14.51 6.47 4.24 2.23 100

31 27.37 32.45 22.74 7.95 4.19 3.53 1.77 100

32 28.81 34.14 25.91 9.69 1.45 0 0 100

33 34.39 28.6 23.51 7.89 3.51 1.05 1.05 100

34 17.6 32.36 29.33 12.02 7.47 0.85 0.38 100

35 37.66 42.77 8.51 2.98 5.53 2.13 0.43 100

36 34.11 36.07 19.14 3.52 6.64 0.26 0.26 100

37 52.08 36.81 8.33 2.08 0.69 0 0 100

38 57.62 26.02 6.69 3.72 5.95 0 0 100

39 16.7 30.22 28.23 12.72 11.33 0 0.8 100

40 18.46 40.43 21.29 14.02 4.72 1.08 0 100

41 17.66 18.42 29.68 16.74 13.24 2.44 1.83 100

42 29 31.79 13.23 11.37 10.44 3.48 0.7 100



97

Zone

Number


>0& >1& >3& >5& >7& >10& >15

43 25.43 39.66 15.73 4.31 8.19 6.03 0.65 100

44 24.92 29.07 20.29 11.18 9.74 4.15 0.64 100

45 22.44 42.93 19.51 3.9 8.29 0.98 1.95 100

46 50.37 37.9 5.87 3.42 1.96 0.49 0 100

47 53.66 23.17 10.16 8.13 1.63 3.25 0 100

48 26.44 40.8 22.99 4.02 4.6 1.15 0 100

49 31.77 33.57 12.64 9.03 6.68 6.32 0 100

50 23.31 41.55 26.35 3.38 3.38 1.35 0.68 100

51 19.24 33.02 10.21 15.68 9.74 10.45 1.66 100

52 28.09 28.79 18.4 12.08 9.27 1.83 1.54 100

53 18.65 44.56 15.54 10.36 5.7 3.11 0.07 100

54 53.24 28.65 10 2.7 3.78 1.62 0 100

55 38.02 42.15 14.46 2.48 1.24 0.83 0.83 100

56 19.39 38.27 18.11 15.56 3.06 3.32 2.3 100

57 19.96 33.41 19.09 14.75 7.59 5.21 0 100

58 5.87 42.52 23.46 12.61 8.21 2.35 4.99 100

59 30.5 36.64 14.89 9.46 5.44 2.84 0.24 100

60 47.81 15.15 7.07 15.15 8.08 3.37 3.37 100

61 35.78 24.51 17.65 7.84 5.39 7.35 1.47 100

62 31.62 43.38 12.5 8.09 1.47 1.47 1.47 100

63 33.78 49.32 10.81 1.35 3.38 1.35 0 100

64 20.69 24.14 13.79 13.79 13.79 6.9 6.9 100

65 42.47 16.44 21.92 2.74 10.96 5.48 0 100

66 27.45 51.96 15.69 2.94 0.98 0.98 0 100

67 42.86 51.43 2.86 2.86 0 0 0 100

68 28.81 49.15 8.47 8.47 5.08 0 0 100

69 33.03 39.04 14.71 8.11 4.5 0.6 0 100

70 0 0 0 0 0 0 0 0

71 3.89 37.03 19.45 12.25 6.92 7.78 12.68 100

72 46.67 26.67 6.67 0 0 6.67 13.33 100

73 22.73 9.09 11.36 20.45 0 31.82 4.55 100

74 20 32 8 4 12 8 16 100

75 21.43 17.86 3.57 0 7.14 25 25 100

76 75 0 0 0 0 25 0 100

77 10 0 40 20 20 10 0 100



98

Zone

Number


>0& >1& >3& >5& >7& >10& >15

78 61.11 22.22 16.67 0 0 0 0 100

79 50 26 10 2 8 2 2 100

80 0 0 0 0 0 0 0 0

81 41.67 16.67 0 8.33 33.33 0 0 100

82 56.52 26.09 4.35 0 13.04 0 0 100

83 0 0 100 0 0 0 0 100

84 38.3 41.49 8.51 2.13 7.45 0 2.13 100

85 13.33 20 20 15.56 22.22 8.89 0 100

86 43.59 8.55 35.9 6.84 3.42 0 1.71 100

87 27.12 33.9 3.39 15.25 13.56 3.39 3.39 100

88 39.84 42.28 8.94 3.25 4.07 1.63 0 100

89 33.33 25 8.33 0 8.33 20.83 4.17 100

90 0 7.14 0 0 0 42.86 0 100

91 71.79 15.38 5.13 5.13 2.56 0 0 100

92 24.7 40.08 17.41 7.69 8.5 1.62 0 100

93 60.71 18.75 11.61 6.25 2.68 0 0 100

94 22.45 48.98 8.16 12.24 4.08 4.08 0 100

95 25 37.5 0 12.5 25 0 0 100

96 31.31 22.22 15.15 10.1 6.06 8.08 7.07 100

97 0 0 100 0 0 0 0 100

98 16.67 0 0 16.67 16.67 0 50 100

99 0 0 0 0 0 0 0 0

100 37.5 50 0 12.5 0 0 0 100

101 25 15 35 10 10 0 5 100

102 12.58 57.23 9.43 2.52 5.03 11.95 1.26 100

Study 28.87 35 18.06 8.27 5.85 2.48 1.46 100

7.7 Trip Rates :

Table 7.25 presents the per capita trip rates, vehicular and including walk, at zonal level. The overall

PCTR varies from 2.73 to 0.36 with an overall average of 1.57. Similarly the vehicular PCTR varies

from 2.18 to 0.19 against an overall average of 1.0.



99

Table 7.25 Zonal Travel Characteristics

Zone

Number

PCTR

(Including Walk)

Vehicular

PCTR 1 1.59 1.12

2 1.26 0.93

3 2.11 1.18

4 1.65 0.96

5 1.89 0.70

6 1.83 1.49

7 1.20 0.85

8 1.46 1.00

9 1.95 1.03

10 1.26 0.80

11 2.36 1.81

12 2.35 1.79

13 1.64 1.14

14 2.02 1.60

15 1.57 0.80

16 1.71 0.87

17 1.24 0.95

18 2.01 1.34

19 1.35 0.74

20 2.10 1.58

21 1.73 1.19

22 1.75 1.23

23 1.48 0.53

24 1.46 0.53

25 1.13 0.53

26 1.67 0.57

27 1.18 0.40

28 1.19 0.51

29 1.82 1.25

30 1.11 0.71

31 1.50 1.07

32 1.54 1.09

33 2.00 1.31

34 2.03 1.52

35 1.77 0.80

36 1.93 1.21

37 1.40 0.57

38 1.71 0.42



100

Zone

Number

PCTR

(Including Walk)

Vehicular

PCTR 39 2.26 1.75

40 1.64 1.17

41 2.68 2.18

42 1.33 0.79

43 1.16 0.60

44 1.90 1.44

45 1.42 0.99

46 1.73 1.03

47 2.34 1.24

48 1.76 1.37

49 2.12 1.43

50 1.79 1.10

51 1.64 1.16

52 2.73 1.96

53 1.65 0.97

54 1.73 0.88

55 1.07 0.58

56 1.41 1.00

57 1.61 0.59

58 2.01 1.67

59 1.32 0.60

60 0.97 0.45

61 1.00 0.51

62 0.84 0.37

63 1.44 0.73

64 0.84 0.64

65 0.92 0.59

66 1.22 0.89

67 1.84 0.79

68 1.69 1.06

69 1.40 1.05

70 0 0.0

71 1.41 1.35

72 1.43 0.38

73 1.22 0.78

74 0.91 0.58

75 1.27 0.82

76 1.14 0.29

77 1.25 0.75



101

Zone

Number

PCTR

(Including Walk)

Vehicular

PCTR 78 1.24 0.21

79 1.25 0.48

80 0 0.0

81 1.04 0.52

82 1.07 0.37

83 0.36 0.36

84 1.16 0.57

85 1.18 0.92

86 1.26 0.73

87 1.13 0.60

88 1.11 0.64

89 0.74 0.35

90 1.17 0.50

91 1.15 0.24

92 0.86 0.73

93 1.13 0.40

94 1.23 0.98

95 0.73 0.45

96 1.18 0.82

97 1.56 1.56

98 0.67 0.67

99 0 0.00

100 1.00 0.19

101 1.05 0.68

102 1.09 0.84

Study Area 1.57 1.00



102

7.8 Comparative Analysis of Urban Transport Environment:

Sl.No. Index Description Average

Value

Data Source

1. Congestion Average travel speed/30 0.63 Road Inventory

Survey

2. Walkability (Footpath length/Length of major roads in

the city)x0.5+(rate estimated based on

estimated of available pedestrian

facilities)x0.5

0.00 Road

Infrastructure

Survey

3. City Bus

Transport

Number of public and private city buses per

100,000 people

6.46 Public transport

Survey

4. Safety (Number of annual traffic accident death

per 100,000 people)x0.5+(number of

fatalities per 100,000 people)x0.5

56.9 Traffic Safety

Survey

5. Paratransit Number of paratransit vehicles per 100,000

people

266.77 Intermediate

Public Transport

Survey

6. Slow Moving

Vehicles

Slow moving vehicle share in total trips 0.80 Intermediate

Public Transport

Survey

7. Trip

Distribution

Average trip length(Km) 3.62 O-D Survey

8.

N.M.Vs Number of NMVsper 100,000 people

242.52 Socio-economic

Survey

9. Passenger

Vehicle

Number of Passenger Vehicles per

100,000 people

303.15 Vehicle

Ownership

Survey



103

CHAPTER - 8

TRAVEL DEMAND MODELLING AND FORECASTING

8.1 Model Framework

The goal of trip generation analysis is to establish an adequate functional relationship between trip

end volumes and the land use and socio-economic characteristics of the units from which they

originate or to which they are destined.

The desired end product in trip generation analysis is an accurate identification and quantification of

trips beginning and ending in the various analysis units within a transportation study area.

The three main methods, which explicitly attempt to capture the land-use travel relationship, are:

I. Trip Rate Analysis

II. Cross Classification Analysis

III. Multiple Linear" Regression Analysis

Of all the three methods, the Consultants have adopted the use of multiple Linear Regression

analysis for the present study. In this method, the choice of independent variables becomes critical.

Overall in developing a multiple linear regression model the following considerations have been kept

in mind by the Consultants:

I. Identification of those independent variables which have significant and separate effects on trip

generation

II. Model must not only provide good statistical fit to present-day data but also be of logical and

Meaningful form.

III. Variables must be capable in explaining trip-making behavior.

IV. Variables must be capable for being estimated for future years.

In order that future travel demand is scientifically estimated, it is important that the base year travel

demand characteristics are clearly captured in a mathematical model and are statistically calibrated.

Table presents the data input for developing trip generation models.

Table 8.1 Zonal Data Input for Trip Generation Models

Zone

Number

Projected

Population in

Thousands

(2013)

(X)

Observed Trip

Productions in

Hundreds (Y)

Projected

Employment in

Thousands (2013)

( P )

Observed Trip

Attractions in

Hundreds

(Q)

1 11.77 2.00 6.39 2.75

2 14.22 2.10 8.06 3.79

3 14.72 2.10 5.74 2.93

4 9.25 1.10 3.77 2.08

5 16.02 3.00 3.01 1.78

6 9.44 2.00 3.70 2.33

7 11.03 2.00 2.06 1.38

8 11.80 2.00 3.34 2.37

9 9.71 2.00 3.09 2.32

10 17.66 4.00 1.68 1.32



104

Zone

Number

Projected

Population in

Thousands

(2013)

(X)

Observed Trip

Productions in

Hundreds (Y)

Projected

Employment in

Thousands (2013)

( P )

Observed Trip

Attractions in

Hundreds

(Q)

11 20.48 5.00 4.95 4.11

12 34.92 8.00 6.69 5.82

13 9.68 2.00 2.05 1.87

14 9.13 2.00 3.04 2.89

15 9.40 3.00 1.59 1.58

16 12.29 3.00 3.09 3.18

17 13.58 4.00 4.20 4.49

18 12.74 4.00 8.24 9.14

19 9.71 3.00 4.38 5.03

20 9.26 3.00 2.03 2.42

21 8.10 3.00 4.07 5.01

22 15.47 5.00 5.28 6.71

23 26.97 9.00 6.14 8.04

24 16.27 6.00 5.91 7.98

25 11.69 4.00 6.30 8.76

26 14.41 5.00 5.56 7.96

27 14.82 6.00 7.48 11.00

28 12.84 5.00 7.40 11.18

29 12.89 5.00 4.44 6.87

30 14.07 6.00 9.38 14.92

31 14.09 6.00 6.42 10.46

32 11.15 5.00 7.14 11.93

33 16.06 7.00 7.17 12.18

34 34.88 15.00 11.71 20.38

35 23.87 11.00 6.16 10.97

36 26.79 12.00 12.71 23.14

37 14.85 7.00 6.10 11.35

38 19.77 10.00 5.24 9.95

39 23.28 12.00 6.25 12.13

40 25.45 13.00 9.68 19.17

41 16.18 8.00 5.11 10.33

42 23.54 12.00 7.97 16.42

43 19.38 10.00 9.36 19.65

44 17.60 10.00 9.00 19.27

45 20.66 12.00 11.10 24.21



105

Zone

Number

Projected

Population in

Thousands

(2013)

(X)

Observed Trip

Productions in

Hundreds (Y)

Projected

Employment in

Thousands (2013)

( P )

Observed Trip

Attractions in

Hundreds

(Q)

46 12.68 7.00 4.25 9.44

47 12.93 7.00 5.67 12.81

48 19.34 11.00 2.85 6.56

49 30.46 18.00 6.25 14.63

50 16.55 10.00 3.72 8.86

51 20.40 13.00 7.39 17.88

52 18.36 12.00 6.41 15.77

53 14.74 9.00 2.86 7.14

54 15.16 10.00 4.06 10.30

55 24.81 16.00 4.98 12.86

56 17.97 12.00 6.22 16.30

57 23.51 16.00 7.71 20.51

58 27.11 19.00 3.75 10.12

59 22.21 16.00 7.70 21.11

60 22.36 16.00 8.29 23.05

61 16.89 12.00 5.34 15.06

62 11.06 8.00 3.65 10.44

63 6.44 5.00 2.04 5.92

64 5.87 4.00 2.03 5.98

65 5.78 4.00 2.47 7.35

66 16.69 13.00 3.41 10.31

67 4.94 4.00 1.11 3.38

68 4.94 4.00 1.33 4.14

69 20.19 16.00 7.67 24.20

70 0.00 0.00 0.00 0.00

71 25.19 21.00 8.33 26.94

72 1.97 2.00 0.71 2.33

73 3.08 3.00 0.85 2.82

74 1.68 1.00 0.79 2.64

75 1.63 1.00 0.31 1.05

76 0.94 1.00 0.25 0.85

77 0.97 1.00 0.32 1.09

78 1.89 2.00 0.53 1.85

79 5.04 5.00 2.59 9.21

80 0.00 0.00 0.00 0.00



106

Zone

Number

Projected

Population in

Thousands

(2013)

(X)

Observed Trip

Productions in

Hundreds (Y)

Projected

Employment in

Thousands (2013)

( P )

Observed Trip

Attractions in

Hundreds

(Q)

81 1.61 2.00 0.51 1.84

82 1.51 1.00 0.42 1.55

83 0.82 1.00 0.07 0.25

84 3.47 3.00 1.18 4.44

85 1.22 1.00 0.42 1.59

86 6.70 7.00 1.94 7.43

87 2.50 2.00 0.68 2.64

88 7.49 8.00 2.39 9.36

89 3.48 4.00 0.90 3.58

90 0.60 1.00 0.00 0.00

91 3.54 4.00 0.89 3.58

92 19.12 20.00 4.82 19.64

93 8.83 9.00 2.48 10.19

94 16.13 17.00 4.86 20.19

95 2.66 3.00 0.56 2.35

96 7.29 8.00 1.68 7.13

97 2.75 3.00 0.31 1.34

98 0.27 0.00 0.16 0.67

99 0.00 0.00 0.00 0.00

100 0.00 0.00 0.24 1.07

101 3.15 4.00 0.40 1.77

102 7.81 9.00 3.08 13.77

Total 1250.10 669.00 418.03 840.79

Number of zones (n) = 102

TRIP GENERATION MODEL FOR THE STUDY AREA

Regression Coefficient (b1) = 0.443

Regression Constant (b0) = 1.599

There fore the Trip Generation Model is Y = 1.599 + 0.443* X

Co relation Coefficient (r) = 0.82

TRIP ATTRACTION MODEL FOR THE STUDY AREA

Regression Coefficient (b1) = 1.651

Regression Constant (b0) = 2.057

There fore the Trip Attraction Model is Q = 2.057 + 1.651* P

Co relation Coefficient (r) = 0.84



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8.2 Trip Production

Zonal Regression method has been adopted to develop trip production equations for the study area.

The explanatory variables at the zonal level considered to construct the model are population,

workers, income and zonal number of students. Of all the variables, the best-fit equation was

achieved taking zonal population as the independent variable since zonal population can be

forecasted with reasonable accuracy while there is uncertainty about forecasting other variables at

the zonal level for the horizon year. The Trip Production step was carried out at four different spatial

levels Le Corporation, Cantonment and VFJ/GCF/OFK clubbed together to form one spatial level,

villages and the overall study area. The statistically significant equations for the different areas

obtained by regression method.



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CHATER 9.0

ISSUES, CONSTRAINTS AND POTENTIAL

9.1 General

A number of issues have been identified by the Consultants based on an in-depth analysis of the data

collected on transport system, traffic & travel characteristics

9.2 Issues

9.2.1 Road Network

In spite of a dense road network, the study area has been experiencing acute traffic congestion and

its associated problems. Some of the outstanding problems relating to the road network are:

i. Absence of functional hierarchy of road network as a result of which there is a intermixing up of local

traffic and long distance traffic besides overloading of some major roads. The problem gets

compounded with absence of service areas.

ii. Narrow road network with restricted capacity particularly in the central area resulting in congestion

and loss of productivity.

iii. Absence of development controls along the major arterial routes resulting in proliferation of

commercial activities which is affecting the level of service of the Corridor.

iv. Lack of access control particularly along arterial roads leading to Poor operating speeds on the

network.

v. Absence of control on encroachment activities along roads, particularly in the central area, resulting in

loss of capacity for traffic and pedestrian movement.

vi. Poor road surface quality and absence of provision of essential street furniture elements.

vii. Poorly designed intersections along major arterial corridors coupled with inadequate machinery for its

management and control.

viii. Lack of adequate facilities for vegetable & flower markets has resulted in hawkers encroaching

precious road space.

ix. Severe congestion is experienced at the level crossings.

9.2.2 Parking

Parking is a serious issue in the study area and its management needs topmost priority. Some of the



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significant problems associated with parking are:

i. Parking demand is high particularly in central area primarily due to concentrated commercial activities

and needs special attention

ii. There is an absence of adequate off-street parking facilities as a result of which parkers are forced to

park their vehicles on the streets.

iii. On-street parking phenomena reduce the effective road width available for movement of traffic.

iv. There is an absence of a comprehensive parking policy for the study area, involving components such

as organization of circulation system and on-street parking, identification of possible off-street parking

sites, intensive utilization of existing parking areas including air rights exploitation, levy of parking fee,

municipalisation of parking spaces, parking norms and standards and travel demand management

measures.

9.2.3 Public Transport System

The major issues relating to the public transport system in the study area are:

i. The present public transport system comprises of mini-buses & Tempo (shared) Absence of a proper

public transport system with well planned routes and schedules has led to mushrooming of Para

transit, which operate on an ad-hoc schedule.

ii. The existing public transport infrastructure in terms of stops, depots, terminals/stands, vehicles etc. is

sadly lacking and whatever exists on city roads is grossly inadequate' and is not aesthetically

pleasing.

iii. There is an absence of well-coordinated public transport development policy which can check the

inequities in provision of public transport and which can guide the future development pattern of the

city.

While IPTs are sharing a reasonable share of travel demand in Jabalpur, there is very little

understanding of their role, potential and constraints. Some of the issues are:

i. There is little effort to plan for their rational development & growth.

ii. There is an inherent bias against them.

iii. They are highly disorganised, poorly equipped and iII-informed.

iv. There is poor understanding of their characteristics, contributions and problems.

v. They suffer from technological obsolescence.

In the context of growing travel demand in Jabalpur, the multi-dimensions of trips performed and the

constraints on public resources, it is important to recognise the role of Para transit and incorporate

them in the planning and development process.



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9.2.4 Terminals

Railway Station

The present Railway Station an account of its location and function , its discharge has become an

area of congestion. All the roads approaching the railway station are encroached by Shopkeepers,

hawkers and parked vehicles. Entry to railway station from city side is congested & there is no

provision of parking of private vehicles.

Bus Terminals

The entry/exist of Damoh Naka bus terminal creates problems, The facilities within the Bus Terminals

in terms of bays, idle parking, administrative area, boarding alighting platforms and circulation are

inadequate and there is a total lack of terminal planning principles and design criteria in the

development and operation of terminal complexes.

9.3 Constraints

Presence of Cantonment area in the middle of Jabalpur Planning Area acts as barrier to the

development of eastern part of the city comprising Umariya, Bhita, Suklalpur, Chakdehi, umna

(Aerodrome area) etc.

9.4 Potential

Having identified issues, the Consultants have identified potentials of the transport infrastructure to

alleviate some of the problems of the city. These are:

i. The city has excellent connectivity with its region offering tremendous growth opportunities for its

development.

ii. NH-7 is an important corridor for future travel needs of the city. It has the potential to align the

medium capacity light rail transit system along it.

iii. The railway Line from Allahabad (north) to Itarsi (west) & Gonda (south) offers great potential to run

urban rail transit system provided R/W is available.

The city has a number of bus terminals/stands sites which though intensive and multi use could be

commercially exploited to finance its redevelopment and expansion programme

9.5 Issues in Urban Transport in Jabalpur

The city lacks a well-developed organized public transport system that can effectively canter to the





The city road network system lacks functional hierarchy. The central area road network has

restricted capacity due to high concentration of commercial activities encroachment by hawkers

number of uncontrolled intersections affect the smooth' operation of traffic. Peripheral area, on the

other hand, has inadequate road network system, although most of the new developments are spread

along these radials. This situation has resulted in traffic congestion on the city road network system.


development of eastern part of the city comprising Umariya, Shita, Sukhlalpur, Chakdehi, Dumna




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Parking, particularly within the central, area, needs special attention. There are limited organized on

and off-street parking facilities in the city. Available parking facilities are not sufficient to meet the

demand and this has led to chaotic situation in the city. As a result, vehicles are parked irregularly,

occupying footpaths and precious road space, thereby reducing effective road space for traffic

movement.

Poor intersection geometries, absence of channelizers, lack of control and poor sense among road

users have resulted in chaotic situations at the intersections. Most of the roads in the central area

experience congestion due to encroachments and commercial activities. Lack of adequate facilities

for vegetables and flower markets have resulted in hawkers occupying the precious road space.



112

PART - II

DEVELOPMENT OF URBAN LAND USE

AND TRANSPORT STRATEGY



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CHAPTER –10

DEVELOPMENT OF VISION AND GOALS

10.1 Integrated Planning:

For the success & sustainability of any development work it is very essential to make integrated

planning with respect to study, design & implementation.

To achieve the above goal, Jabalpur Development Plan 1991, was prepared in 1975 by TCPD. After

that TCPD under took an exercise in 1994-95 for extended planning horizon of 2005 as already

discussed in chapter 3.

10.2 CHALLENGES AND OPPORTUNITIES

Long-range transportation decisions need to be made with a clear understanding of the cost of our

choices and how to pay for them. In developing the Mobility Plan, we must assess current funding

challenges and opportunities, future needs and revenues, and options for closing any financial gaps.

10.2.1 What are the current challenges?

(i) Sustainability of the fuel tax:

For nearly a century, the fuel tax has been the primary means of funding the construction and

maintenance of our roadway system, both at the federal and state levels. However, the increasing

numbers of fuel-efficient and alterative fuel vehicles, combined with the effects of inflation on per-

gallon fuel taxes, continue to erode the purchasing power of fuel tax revenue.

(ii) Model funding:

Currently, the state constitution, which was established when Jabalpur essentially functioned as a

highway department, prohibits the use of motor fuels tax revenue for modes other than highways.

However, sharing funds among modes should be considered when it can improve the overall

multimodal transportation system.

Lack of dedicated funding for some modes: Currently, the largest share of funding for Pennsylvania

public transportation, for example, comes from the state, through Pennsylvania's General and Lottery

Funds. In today's environment of fiscal constraint and cost-cutting, public transportation operates

with a great deal of uncertainty, as it must compete with other critical programs such as education

and social services for funding.

10.2.2 What are the current opportunities and options?

It has been deeply evaluated in Jabalpur to fund and finance transportation. Recent advances in

technology, such as electronic toll collection and smart-card technologies have eliminated many of

the barriers that have historically prohibited certain funding strategies. In addition, over the last

decade, many innovative funding and finance techniques have been tested in the U.S. and abroad,

so we have opportunity to benefit from these.

Today's challenging transportation funding and finance environment proposed to:

• Create adequate and predictable funding sources for all transportation modes.

• Permit funds to be co-mingled among modes when investments across modes offer significant

benefits.

• Empower groups & individuals that want to invest more in transportation to do so through local taxes.

• Create mechanisms to permit private sector involvement in the funding and financing of projects.



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• Create innovative funding and finance options to enable local and regional transportation

organizations to better capitalize on their investments.

10.2.3 Vision, Goals and Objective

This comprehensive mobility plan in Jabalpur is aimed at providing the best performing transportation

system for people, business and places and is developed in following layers.

VISION: Broad, overarching theme that underlies all advancements of the comprehensive Mobility

Plan.

GOALS: General statements of direction for the entire transportation system.

OBJECTIVES: Specific outcomes to achieve under each goal.

STRATEGIES: Specific programs, initiatives, or policies to achieve the stated objectives.

ACTIONS: Major tasks or steps required implementing strategies.

Provision for periodical update and maintenance of CMP. The internal for periodic update is

maintenance of CMP has been proposed in terms of three time intervals.

(i) 10 years

(ii) 15 years

(iii) 25 years

10.3 URBAN TRANSPORT DEVELOPMENT STRATEGIES

10.3.1 Move people and goods safely and securly.

The general public, stakeholders, local authorities and elected representatives all together agreed

that safety and security are the leading priorities for Jabalpur's transportation system. Enhancing

safety and security is the foremost goal of the comprehensive Mobility Plan.

A safe and secure system will surly balance the expectations of travelers are safety with the need to

move about without major delays and inconvenience. To this end, it will focus on maintaining safe

and continuous operation of the vital links of Jabalpur's communities and businesses required for

both normal daily activities and extraordinary situations, such as natural or man-made events. This

goal will be advanced through a combination of design, operations, and maintenance enhancements;

appropriate use of technology; education; and strategic planning to secure critical facilities and

ensure their uninterrupted operation.

Objectives:

1. Reduce the number of fatalities and crashes.

2. Ensure the uninterrupted operation of vital transportation services.

3. Direct resources to support economic and community development.

4. Integrate land use and transportation.

5. Preserve natural, historical, and cultural resources.

6. Promote energy conservation.

Strategies:

I. Implement this Comprehensive Mobility Plan in totality.

II. Improve the security of high-risk transportation facilities.

III. Development of comprehensive and coordinated plans and procedures for emergency



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response and recovery.

IV. Support economic development by leveraging transportation investments.

V. Assign a higher priority to transportation investments that yield economic development, land

use, environmental stewardship, and public safety outcomes.

VI. Promote efficient land use through transportation investment and supporting policies.

VII. Accelerate "Smart Transportation" initiatives to implement projects at an appropriate scale

and improve transportation's compatibility with its surrounding environment.

10.3.2 Improve quality of life by linking transportation, land use, economic development, and

environmental stewardship.

This Mobility Plan envisions a transportation system for Jabalpur where resources for all modes are

better aligned with economic and community development needs; where our natural, historical, and

cultural assets are preserved and our mobility options are implemented while respecting resource

conservation.

Emphasis has been made so that transportation investments are balanced with other considerations

to truly enhance quality of life. For example, in many areas of the state, construction of new high

capacity highways has made it possible for people to move farther and farther from their workplaces.

This cycle of increased miles traveled generates more congestion and pollution and further threatens

our rural landscapes and farmland.

10.3.3 Develop and sustain quality transportation infrastructure.

Preserving our existing multimodal system and building new infrastructure to last has been affirmed

by MCJ leadership, stakeholders, and the public as a preferred direction for Jabalpur. Through this

goal, the Mobility Plan places a priority on that approach.

Jabalpur's transportation system is one of the states oldest and most extensive, representing crores

of rupees of public and private investment over decades.

With a significant portion of Jabalpur's transportation infrastructure, which is more than 40 years old,

most of it is in need of maintenance and repair. More then half of all roadway miles are rated in poor

or fair condition, and almost one quarter of MCJ-owned bridges are structurally week. Under

passages are low and narrow considering the shortfall in funding for transportation in Jabalpur, MCJ

recognizes the need for investing and preserving the existing system before expanding its capacity.

Objectives:

1. Advance a program to achieve desired maintenance cycles.

2. Accelerate the use of innovative construction techniques, better materials, and improved

maintenance practices.

Strategies:

I. Collaborate with regional planning partners and other stakeholders to Improve investment

decisionmaking using asset condition data.

II. Expand and accelerate the implementation of cost-effective products and practices.

10.3.4 Provide mobility for people, goods, and commerce.

Enhancing mobility the ability to easily move people or goods from one place to another is the core

mission of any transportation system. The Mobility Plan vision is to balance and satisfy mobility



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needs, ranging from the travel of our physically challenged citizens to that of moving goods within and

through the City.

Transportation in Jabalpur is heavily influenced by several social and economic factors. These include

a rapid increase in the population, a high rate of land consumption, the transition from a

manufacturing to a service economy, growth in truck freight, and the limited funds available to

maintain Jabalpur's transportation infrastructures.

Overcoming these challenges and facilitating the efficient movement of people and goods is vital to

our economy and quality of life. Jabalpur can improve both through a range of public and private

initiatives, including expanded and strategically targeted transportation investment.

Objectives:

1. Improve connectivity and accessibility throughout the transportation network.

2. Improve transportation system operating efficiency.

3. Improve transportation system reliability.

Strategies:

I. Expand cost-effective transportation options for whole Jabalpur's.

II. Invest in technologies that improve connectivity.

III. Implement RTS Operations Plan to reduce congestion while improving safety.

IV. Explore distance-based and value-pricing initiatives for demand management.

V. Expand transportation system management knowledge, skills, and applications among

transportation professionals.

VI. Encouraging private participation in public Transport system.

VII. Identify and correct reliability deficiencies throughout the transportation system.

10.4 Strategies for Urban Transport

Strategies to meet the urban travel demand cannot succeed without the fullest cooperation of the

general public. Such cooperation is best secured if the objective of any initiative is made clearly

known to them so that they are able to appreciate the likely benefits of certain travel choices or

sacrifices that they may have to make. Mechanisms for greater public participation in the city

specific initiatives, such as the Bhagidari scheme in Delhi, would help bring about greater public

cooperation and support. Intensive awareness campaigns that educate people on the ill effects of

urban traffic congestion, especially on their health and well being could be useful. Such

campaigns could also build in modules to encourage individuals, families and communities to

adopt ‘Green Travel Habits’ that would go a long way in making travel less polluting and

damaging.

10.4.1 Contain Travel Demand

The first step towards meeting future travel demand is obviously to aim at reducing the travel

demand itself through innovative means without compromising economic growth. As stated

earlier, travel demand is a function of the population, the per capita trip rate and the average trip

length. In a progressively urbanizing developing economy such as ours, there is little possibility of

reduction in the per capita trip rate. This is because a larger share of the population would be

securing employment (especially women) and a larger share of children would be attending

schools. Efforts at reducing travel demand have, therefore, to focus on reducing the average trip

length. The key to reducing trip lengths is through a proper integration of land use and transport



117

planning. Business and residential districts that are well interspersed entail shorter trip lengths as

compared to an urban form that has a single business district surrounded by sprawling residential

suburbs. Small, self-contained, clusters are considered desirable from a transport perspective, in

mega-cities, as people are expected to move to residences that are closer to their place of work,

or seek work closer to home. Hence, as a city expands, it would be desirable to channel the

growth in such a manner that it takes place around a number of self-contained clusters. It is

essential that the transport network guide the urban form, rather than the urban form guiding the

transport system. Land use planning would therefore require that transport corridors be

developed early so that new settlements come up around these corridors and not in a

haphazard manner.

10.4.2 Developing an Optimal Modal Mix

This requires an assessment of the likely travel patterns, segmented for different categories of city

residents and an identification of the modes that are the most sustainable. Mode share

projections, which do not include walking trips, show a high reliance on public transport and

cycling Further, survey-based studies carried out in Jabalpur show that while high income

households rely heavily on personal vehicles, the low income households rely more on non-

motorized modes. Walking constitutes a high share for both categories in Jabalpur followed by a

reliance on public transport (Table 7.13). Modal choices have to be made based on their relative

congestion impacts, emission characteristics and energy efficiency if they are to lead to

sustainable mobility. It is well known that non-motorized modes emit no pollutants and occupy

least amount of road space. Hence, they should be amongst the most preferred modes. However,

they are not suitable for trip lengths longer than 6 to 7 km in highly undulating terrains during hot

weather. In such a scenario, motorized modes become essential. Among motorized modes,

mentioned already, public transport occupies less road space, consumes less fuel and emits least

pollutants per passenger km of travel compared to personal motor vehicles. Hence, there is a

need to encourage preference for public transport over personal vehicles. Strategies that

channel travel demand towards these modes should adopt a preference for non-motorized modes

and public transport. These strategies would also lead to a more equitable allocation of road

space—being equitable to people rather than vehicles. Today, road space gets allocated

automatically to whichever vehicle occupies it first, regardless of how many people it carries. Thus

a big car with only one passenger gets the same allocation preference as a bus with 40 or more

passengers. Systems of road allocation that are able to differentiate between such vehicles need

to be put in place. Essentially efforts have to be aimed at containing the use of personal motor

vehicles for family outings during weekends and special/emergency requirements. Daily

commutes to work or school should be undertaken on more sustainable modes. A study carried

out by Consultant corroborates that while people who use cars are captive to that mode, people

who use two-wheelers are willing to shift to mass modes, if it is convenient to them .Use of

personal vehicles can be discouraged by making its use more expensive and difficult. This can be

achieved by a combination of fiscal and control measures. Examples of fiscal measures include

charging of a fee for using certain crowded parts of a city, levy of high parking fees, increasing

vehicle registration charges and by increasing the tax on fuel, etc. Examples of outright control

measures include physical restrictions on the use of personal vehicles on some corridors, limiting



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the availability of parking space in city centres, limiting the availability of road space for personal

vehicles and restrictions on the ownership of vehicles, etc

10.4.3 Promoting the Use of Non-motorized Modes

Yet another strategy to reduce personal motor vehicle use is to promote the use of non-motorized

modes as they are ‘greener’ modes of travel. This can be done by investing in a segregated right

of way for bicycles and pedestrians, converting crowded areas like market places into no vehicle

zones, bringing about improvements in bicycle technology, providing safer parking facilities for

bicycles at work places and finally promoting cycling and walking as healthy and exciting

activities. Because cyclists and pedestrians are, on most roads, required to share the same right

of way with motorized modes, they are exposed to grave risks of accident. As already seen, road

accident data from Jabalpur (Table4.13) indicates that most of the road accident related fatalities

involve pedestrians and cyclists. Unfortunately, most roads in Jabalpur do not provide segregated

lanes for them. It has been seen that providing separate bicycle tracks has significant

advantages, including a more optimal use of the road space. Capacity estimations of a typical

arterial road in Jabalpur show improvement in corridor capacity by 19–23 per cent through

providing an exclusive bicycle track . If a high capacity bus lane is also added the road carrying

capacity can go up to the extent of 56–73 per cent. Simultaneously, all motor vehicles can

experience increased travel speeds as they are no longer constrained by slow moving vehicles.

Time saving to the extent of 48 per cent has been estimated for typical arterial roads in Jabalpur.

There are positive impacts on congestion with 80 per cent reduction in delays at intersections.

Safety benefits are estimated to translate into a 46 per cent reduction in accident costs with the

segregated facility reducing the risk of injury in accidents by 40 per cent and in fatality by 50 per

cent. Energy consumption and pollution also decrease because the motor vehicles have a

smoother flow. Estimations show that there is a 28 per cent reduction in fuel consumption and 29

per cent reduction in the health-related externalities of air pollution.

10.4.4 Reduce Emissions from Motor Vehicles

The strategy of reducing emissions from motor vehicles can be achieved by improving traffic flow,

vehicle technology, cleaner fuels, and by reducing emissions from in-use vehicles.

10.4.5 Improving traffic flow

Vehicles travelling at a steady speed emit fewer pollutants than a vehicle requiring frequent

starts and stops or spending considerable time in idling. Hence the focus of traffic flow

improvements is to enable a vehicle to move at a steady speed and reduce the incidence of starts

and stops. Among the biggest impediments to improved traffic flow in Jabalpur is the

heterogeneity of vehicles on the roads.

A host of traffic engineering measures exist that can be employed to smoothen traffic flow. Among

them are segregation of slow moving traffic from faster traffic (typically through separate tracks for

buses, cycles and pedestrians) scientific design of intersections, bus stops (so that they do not

obstruct traffic when they stop to pick up or drop passengers), flexilaning to allow flexibility in road

capacity during the morning and evening peaks, synchronization of traffic lights, etc. In addition,

traffic management measures like a network of oneway streets and staggering work hours would



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also help in improving traffic flow. While the focus of attention is generally on passenger traffic,

Jabalpur also generate considerable amounts of freight traffic. Proper management of such

freight traffic can also contribute significantly to improving traffic flow. The measures include

specifying limited hours during which large commercial vehicles can enter city limits, constructing

truck terminals outside city limits, constructing city bypasses that can help in diverting through

traffic and shifting wholesale markets and establishments that are major origins and destinations

of freight traffic, to the outer fringes of the city.

10.4.6 Improving vehicle technology

Improving vehicle technology requires mandating the phased use of cleaner technologies and

laying down a clear and time bound action plan, with adequate lead-time, to allow the auto and oil

industry to make the required investments.

10.4.7 Use of cleaner fuels

Cleaner fuels could include both cleaner petroleum fuels and as well as alternate fuels. In respect

of petroleum fuels, issues to be addressed are the sulphur content and the content of other

pollutants .

10.4.8 Reducing emissions from in-use vehicles

Measures are also necessary to ensure that the vehicles being used currently are properly

maintained so that they do not become emissions and safety hazards. So far, these initiatives

have largely been directed at commercial vehicles, by way of not allowing those of a certain

vintage to operate on city roads or requiring them to be retrofitted to use cleaner alternative fuels.

Unfortunately, no initiatives have been taken with regard to personal vehicles. Besides, the Motor

Vehicles Act only requires commercial vehicles to undergo stringent testing at specified

periodicity. There is no requirement for any similar stringent testing of personal vehicles, except

for a periodic requirement of undergoing an exhaust emissions test, and this appears to be

necessary.

10.4.9 Improve Urban Public Transport

Several measures are necessary to bring about the required improvements in public transport. To

begin with a public transport system design, which can be developed within city constraints given

the city’s topography, time taken to develop the systems and improve accessibility to people

would be an ideal system.

10.4.10 System design

The design of an efficient and cost-effective public transport system is a complex task and several

system design parameters need to be kept in mind. A well-designed system is one that meets the

demand in a cost effective manner, without too much spare capacity or without too much

crowding. The following indicators can summarize optimality of a system:

• Least space consumption per passenger-km

• Least energy consumption per passenger-km

• Least emission per passenger-km

• Least accidents per passenger-km

The critical design parameters that need to be taken into account are:

• Line capacity, which is the number of people who can be transported per hour



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• Speed, that is, the average speed of the system

• Cost, both capital and annual

• Construction time

• Ease of access

• Load factor, which is defined as the ratio of the number of actual users to available capacity. For

achieving low cost per passenger, the load factor should be close to one. Similarly for lower fuel

consumption and emissions per passenger, the actual number of users should be close to

capacity.

There is also a range of public transport technologies with different cost–capacity–route flexibility

characteristics. While bus systems on a shared right of way are the least expensive and the most

flexible, they offer the lowest carrying capacity. Dedicating lanes for such buses and using longer,

articulated buses can increase the capacity of the system. However, this increases costs and

limits route flexibility. At the other end are underground rail-based systems that offer very high

capacity but are very expensive and offer virtually no route flexibility. Thus, the choice of

technology involves trade-offs in terms of cost and capacity that should be carefully taken into

account in designing the public transport system. Any laxity in this can easily lead to a system that

is either inadequate or has used up resources in providing capacity that is not required Design of

a public transport system also requires a prior decision with regard to the type of city.

Geographical features like the availability of land, in turn, often determine city type. Highly dense

cities, that have severe land availability constraints, would have only one or a few city centres and

would require high capacity public transport systems. However, in medium density cities less

expensive bus-based systems would be adequate.

10.4.11 Accessibility

For a public transport system to be attractive, it is essential to improve access to its services. Safe

access is critical for those who have no other travel choices and safe as well as convenient

access is an important choice variable for those who do have other travel options and need to be

persuaded to use public transport. It is useful to lay down standards for accessibility in terms of

the distance within which public transport access points should be available. Typically such

distances should be in the range of 0.5 to 1 km in central areas and 1 to 2 km in outlying areas.

Such standards are useful for the design of public networks and routes. A cluster approach in

urban planning also makes it easier to provide better public transport coverage, as connecting

cluster centres is often adequate to meet public transport needs. Short, intra-cluster trips can

usually be performed by walking, cycling or para-transit. One idea that is becoming popular is that

of transit villages. Transit villages are essentially high-density residential or commercial centres

close to or on transit stations. They offer the advantage of easy access to public transport

services and thereby have the potential to make public transport usage more popular. The

development of such transit villages can be facilitated by sound policies regarding land allotment

and suitable incentives under the local municipal laws for land use. Permitting a higher Floor Area

Ratio (FAR) in such areas would attract investments in such property development and reduce

the cost of such property for owners. It is not always possible to cover all areas with public

transport. This necessitates the use of personal transport. However, it is possible to encourage

people to use public transport in the busy commercial centres and restrict the use of personal



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vehicles to the outlying areas. This can be done by planned integration of public and personal

transport operations. Typically this calls for good parking facilities at public transit stations and

easy access to public transport from there. The park and ride facilities that exist in many

developed countries seek to achieve this. In the Indian context, such park and ride infrastructure

would need to focus on parking for two wheelers and bicycles more than cars. Similarly, there are

many commuters who use suburban systems. Good integration of the intra-city system with

suburban systems enhances access to public transport.

10.4.12 Premium services

It is also important to recognize that there is a large segment of personal vehicle users which

would prefer to use public transport, even at higher fares, provided the quality of service is

acceptable. These people are not willing to face crowds; they value travel comfort and time saved

in travelling. With rising income levels the size of this segment is growing. Typically these would

be the present users of two wheelers and second hand cars. In order to wean such commuters

away from using personal vehicles and towards public transport, it is essential to introduce a

range of premium services, at fares higher than the present but economical to targeted users.

Thus, express, air-conditioned bus services, using better quality buses, need to be introduced at

premium fares. Proper pricing of such services is essential to keep away crowds. These services

are not intended to meet the social obligation of offering affordable transport to the weaker

sections of society, but to meet an equally important obligation of reducing urban congestion and

air pollution. Such services would also help in improving the social image of bus travel.



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CHAPTER 11.0

FUTURE URBAN DEVELOPMENT AND TRANSPORT NETWORK SCENARIOS

11.1 Road Network Scenarios

Regional Spatial Pattern

The Jabalpur Division comprises of eight districts namely Jabalpur, Kantni, Chindwada, Mandla,

Seoni, Dindori, Balaghat and Narsigpur. The city commands a large region within which are a number

of important towns such as Sihora, Damoh, Patan, Katni, Narsinghapur etc. Each of the towns has its

own functional specialization. The future development of Jabalpur needs to be viewed organized in a

regional development perspective.

The regional settlement development polity should enable promotion of a strong and sound economic

base, ensure optimum utilization of land recourse, promote functional specialization of different urban

centers, develop an efficient and capable regional transport and circulation system to direct growth

pattern, enable interactions and carry flows efficiently.

The regional transport system needs to be planned and developed under a Regional Transport Policy

framework. The main components of such a policy should to be:

* Promote the rational distribution of people and activities over the regional spatial through

improved accessibility.

* Accelerate the rate of growth of regional forms by increased accessibility and improved

connectivity.

* Enable decentralization of activities towns city to other regional towns.

• Enable regional movements which are through with reference to Jabalpur to disperse at

regional level and avoid congesting city road network.

11.1.1 Jabalpur Urban Development Scenarios and Strategies :

Based on the selected regional development pattern, the assigned size of Jabalpur city needs to be

accommodated within the city limits. A number of planning parameters have been identified which

need to be considered while evolving alternate urban development scenarios.

These parameters are:

* Population

* Economy

* Mobility

* Modal share and

* Transport System

With each parameter three different scenarios viz. pessimistic, conservative and optimistic have been

considered. Table shows various alternative scenarios evolved.



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Table 11.1 Urban Development Strategies

Parameters Pessimistic Conservative Optimistic

Population Unabated Growth

Size (2031) : 17.38 Lakhs

Trend based Growth

Size (2031) : 13.37

Lakhs

Planned Dispersal

Growth Size (2031) :

13.55 Lakhs

Economy Decline in Existing

WFPR

WFPR : 30%

Present level in WFPR

to continue

WFPR : 31.4%

High Growth in WFPR

WFPR : 33%

Mobility Decline in Mobility levels

PCTR (veh): 0.70

Present Level in

mobility to continue

PCTR (veh) : 1.00

Higher Mobility levels

PCTR (veh) : 1.20

Modal Share Stagnant Public

Transport

Modal Share : 14.76%

Moderate Improvement

in public transport

Modal Share : 20%

Higher Share of Public

Transport Modal Share :

60%

Transport

System

Stagnant Road Network

System with deterioration

in LOS


in Road Network

System, Maintenace of

existing LOS

Intense development of

Road Network system

with HCBS/LRT, High

LOS

11.1.2.1Planning Period

The planning period is taken as 20 years. The horizon year for all estimates and planning programme

will be 2033. The most acceptable scenario under each planning parameter is briefly described here

under:

11.1.2.2 Population Size

As noted earlier, the potential population size of Jabalpur city ranges between 13.75 lakhs and 16.28

lakhs. The population size will be finalized on an analysis of regional development pattern. The

probable size would be around 15.0 laks for the city and 19 lakhs for the study area as a whole.

11.1.2.3 Economic Base

The economic base of the city is important to sustain the growth of the city and maintain the standard

of living. Considering the regional importance of Jabalpur, a balanced mixed economic base

comprising industry, education, trade and commerce, administration and tourism will be appropriate.

The WFPR of Jabalpur in 1991 was 31.4%. The WFPR during the horizon year is expected to be

around 33%

11.1.2.4 Mobility

Presently as revealed by the Consultants household survey, the per capita trip rate (PCTR) of

Jabalpur is 1.47 including walk and 1.00 excluding walk. With economic development, higher vehicle

ownership, good public transport system and increased mobility the PCTR would increase. Future

travel demand estimates will be made by construction f travel demand models. In the interim a PCTR

of 1.20 (excluding walk) by 2021 is adopted to give indicative size of travel demand.



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11.1.2.5 Modal Share

The modal share in favor of public transport (including para transit) in Jabalpur is a low of 14.76%. In

the context of resource conservation (land, energy,), sustained development and environmental

quality, it is necessary to improve the public transport share to a level of 30% to 40%. The study group

on Alternative System of Urban Transport, Set up by Planning Commission, Government of India

has recommended the desired modal share for city size. For a city of 1.5 m it is proposed to adopt a

modal share of 40% as per the study group recommendations.

11.1.2.6 Transport System

As of now the predominant travel modes are bicycles and two-wheelers while public transport

technology is conventional buses (standard and mini). However as the city grows and travel demand

increases it is necessary to identify more appropriate transport technology to service the city needs.

Amongst the myriads of available technologies, the Light Rail Transit System, on surface or elevated

tracks, along with high Capacity Bus System (HCBS) seems) to be most appropriate option for the

city.

11.1.3 Population Distribution Strategy

Three alternative strategies of population distribution have been proposed. The are

P1 : Brown field development Strategy

This strategy aims at the conservation of land accommodation of all future development under present

developed area primarily through redensification of existing development area. Further it is also

assumed that population increase shall follow the existing natural trend. Figure show the conceptual

diagram of Brownfield development.

Fig. 11.1 Brown Field Development Strategy Concept

P2: Green field Development Strategy

The strategy aims at extending the development into Greenfield areas to accommodate the additional

population and activities primarily through densification of middle and outer areas. Figure shows the

conceptual diagram of Greenfield development.



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Fig. 11.2 Green Field Development Strategy Concept

P3: Corridor Development Strategy

This strategy aims to density area adjacent to the transport corridors. Accessibility and availability of

land in areas served by corridors is a major consideration in this strategy. Figure shows the

conceptual diagram of Corridor Development strategy.

11.1.4 Employment Distribution Strategy

The employment distribution strategies are closely related to the population distribution strategies.

The following three employment strategies are proposed:

E1 : Mono-Nucleus structure Strategy

In this strategy it is proposed that the employment opportunities will witness natural increase within

the existing activity centers without any deliberate intervention. Thus all additional employment would

get accommodated within the present activity node.

E2: Multi-Nuclei Structure (Twin-city) Strategy

In this strategy it is assumed that with planning intervention, new employment centres would get

developed. As part of this strategy, it is proposed to develop a new activity node in the northern side

between the NH-7 & the railway line to Katni. shows the proposed locations of the new activity node in

the twin city strategy.

E3: Multi-nuclei Structure (Tri-Centre) Strategy

In this strategy it is assumed that with planning intervention, new employment centres would get

developed at proposed activity nodes, namely:

i) in north between NH-7 and the railway line to Katni

ii) In west between NH-12 and the railway line to Narsingpur

11.1.5 Network Development Strategy

Three transport network strategies have been proposed. These are:

Nl: Development of Road Network

In this strategy a concept of Grid-in-Grid road network has been proposed as part of which a bypass

on the eastern side of the city is proposed, this concept would facilitate movement of non-destined



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traffic circumferentially on the bounding network of the respective areas i.e. CBO, the city or the urban

agglomeration.

N2: Development of Road Network along with HCBS

In this strategy it is proposed to develop High Capacity Bus Service (HCSS) corridors, namely:

i) North-South corridor (Katni-Siwami road NH-7)

ii) East-West Corridor, comprising

a) NH-12 (Narsighpur Road)

b) SH-22 (Kundam Road)

c) SH-37 (Damoh Road, Mandla Road)

In addition, the standard buses would play as per the network identified in N 1. Figure 9.7 shows the

proposed HCBS corridors

N3: Development of Road Network System (N1) with LRT

In this strategy it is proposed that in addition to network with standard buses as proposed in strategy

(Nl), a Light Rail Transit System on NH-7 and commuter rail service between Katni and Narsingpur

are proposed. Figure shows the network.

To Damoh To Katni

(N.H.-7)

(S.H.-37)

To

To Patan Kundam

(SH-22)

CBD

Grid



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To Narsinghpur To Nagpur To Mandla

(NH-12) (N.H.-7) (SH-37)

Fig. 11.3 Grid in Grid Road Network

Based on the above-mentioned strategies alternative scenarios of development would be tested and

evaluated through the application of Land Use Transport Model (LUTM).

11.2 INTEGRATING LAND USE AND TRANSPORTATION AND USING LAND AS RESOURCE

Foreword

A Public Transport system is an opportunate time to introduce long sought land –use changes within

the urban landscape. Land use refers to the manner is which urban form is shaped through policy

actions and consumer preferences. Land use is often categorized by what is known as the “3Ds”:

Density, Diversity and Design. If developed through a mutually supportive package of measures, the

3Ds is the basis of creating an effective ridership base for public transport system. Public transport

system is a practical means to access employment, education and public services, therefore the land

use has been enhanced such that its restructuring to an extent brings about changes in the sprawl of

population and the mobility needs of the people are served. Properly Community benefits have been

optimized in terms of improvement of landscaping, infrastructure and environment.

Areas with medium and high-density populations provide a critical mass of inhabitants to support

shops and public services without requiring access by motorized vehicles.

In low-density area, customers must be drawn from a wider area in order for commercial centers to

reach financial viability. The car becomes a necessity to cross such distances. Higher density

communities can provide a sufficient customer base within a walking distance. For this reason, a

fortuitous circle of relationships exist between urban density, Vehicle ownership, and energy use and

vehicle emissions.

Diversity refers to creating a mix of uses within a local area. By combining residential and commercial

uses into a single area, the number of trips and the length of travel are both reduced. People are able

to meet most of their daily needs by walking, cycling, or public transport. Design refers to the planning

of housing, shops, and public transport in a manner that supports a reduced dependence on cars.

Transit-oriented development (TOD) has emerged as one of the principal mechanisms to make this

happen. This section reviews how land-use policy will be shaped to support a successful Public

Transport system.

We have actively integrated 3 D’s as mentioned above as well as provided details of various property

development with increased FSI around main Corridors & feeder Roads. The focus has been entirely

on cohesion in infrastructure development & transportation efficiency & sustainable development.



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Introduction to transit-oriented development (TOD)

Local land-use patterns significantly affect the usage of public transport systems. Travellers will

generally only use public transport if it requires walking less than a kilometre. Increasing the

Portion of destinations (homes, worksites, shops, schools, public services, etc.) located near public

transport stations, and improving walking conditions in areas served by public transport, makes the

system more effective to users and profitable for operators. This type of land use is called transit-

oriented development (TOD) or smart growth.

Public Transport system can provide a catalyst for transitoriented development. A public

transport station can be the nucleus of a transit centre, also called an urban village. A typical village

contains an appropriate mix of housing, schools, shops and public offices, employment centres, and

religious (church, mosque, and synagogue), recreation and entertainment facilities. As much as

possible major destinations should be located within view of the public transport station so they are

easy for visitors to find. Each urban village should have its own name and identity, which can be

encouraged with appropriate signs and public art, and special events, such as a neighbourhood

festival.

Higher density housing, such as multi-story apartment buildings and condominiums, should be located

near public transport stations. Medium-density housing, such as low-rise apartments, townhouses,

and small-lot single family homes, can be located further away, but still within convenient walking

distance of the transit centre.

A typical urban village has a diameter of 1 to 1.5 kilometres, a size that allows most destinations to be

located within half a kilometre walking distance of the public transport station. This diameter contains

an area of 80 to 160 hectares, enough to house 2,000 to 4,000 residents with medium-density

housing (25 residents per hectare), or more with higher-density housing. Of course, not every urban

village will follow this exact design, some may be primarily commercial, industrial or recreational

centres, and others are limited in size due to geographic features such as parks and waterways.

TRANSIT LINE

HIGH DENSITY

RESIDENTIAL

BUSINESS

AND

PUBLIC

BUILDINGS

MEDIUM

DENSITY

RESIDENTIAL



129

Some may be smaller or larger, depending on demographic and land use factors. Each urban village

should be carefully planned to take advantage of its unique features.

Transit-oriented development provides many benefits compared with more dispersed land-use

patterns. TOD increases the number of destinations within walking range of public transport stations.

This, in turn, increases public transport system ridership and revenues, and reduces local traffic

problems. More compact development with well-planned urban villages tends to reduce the cost of

providing public services such as utilities, roads, policing, and schools. Improved walking conditions,

reduced motor vehicle traffic, and better public services tends to increase neighbourhood liveability. It

also provides economic efficiency benefits, including increased lower business costs for parking and

goods distribution, and an expanded labour pool. These efficiencies tend to increase overall economic

productivity, business activity and tax revenues. Even people, who do not use public transport, benefit

from having BRT service and transit-oriented development in their communities.

Because of these benefits, property values tend to increase in areas with high-quality public transport

services

Transit-oriented development reflects several specific land use features. Density refers to the number

of people or jobs in a given area. Increased density tends to reduce per capita automobile travel and

increase public transport ridership. This result occurs because density increases the number of

people and destinations served by public transport, which leads to improved public transport service

(more frequent service with greater coverage) and better pedestrian conditions. As a general rule,

densities of at least 25 employees or residents per hectare are needed within walking distance of a

public transport line (i.e., within 0.5 kilometers of each station) to create the demand needed for

quality service. The exact density requirements are affected by various factors, including the portion of

residents who commute by public transport, and the distance that residents are accustomed to walk,

and so may vary from one area to another.

Table 11.2 Benefits of transit-oriented development TOD

Transit Users Benefits Transit Operators

Benefits

Benefits to Society

� More destinations

near transit stations

� Better walking

conditions

� Increases security

near transit stations

� Increased ridership

� Lower costs per rider

� Better image

� Reduced traffic

problems

� Reduced publiC

infrastructure and service

costs

� Community liveability

� Increased property

values, business activities

and tax revenues

Clustering means that commonly used businesses and public service are located together in an urban

village, mall or district, as opposed to these services being dispersed throughout a community or

scattered along a roadway. Clustering makes these businesses and services more convenient for



130

pedestrians and public transport access. Clustering allows several errands to be accomplished during

a single trip, helps create the critical mass of public transport riders needed for quality service, and

encourages public transport commuting by locating more services (cafes, banks, and stores) near

worksites for employees to use during breaks.

Citizenship streets exploit the advantages of clustering in conjunction with its BRT stations. These

streets are a mix of shops as well as key public services such as health care, counseling, employment

services, gymnasiums, and libraries. The Citizenship Streets are fully pedestrianized with one side

typically bordering a BRT station. A person can often meet most of their daily journey requirements

through visiting a single Citizenship Street.

Land-use mix refers to locating different but related activities close together, such as homes, schools

and stores. Land-use mix reduces the need for automobile travel by allowing residents and

businesses to walk rather than drive to more activities.

Connectivity refers to the degree that road and path networks allow direct travel from one location to

another. Smaller city blocks, connected streets and shortcuts for non-motorised travel tend to

minimise travel distances and support walking and cycling, and therefore public transport travel. Large

blocks, dead-end streets and inadequate walking facilities reduce connectivity, increasing the distance

that people must travel to reach their destinations. The difference between low and high connectivity

street patterns.

Walkability refers to the quality of the walking environment, including the condition of footpaths, road

crossings, cleanliness and security. At a minimum, transit villages need wide, well-maintained

footpaths, crosswalks that allow pedestrians to safely cross-busy streets, and adequate cleanliness

and security. In addition, it is desirable to have public parks, shade trees and other landscaping,

attractive buildings, pedestrian refuges (so pedestrians need only cross half the street at a time) and

traffic calming (to control vehicle traffic speeds), bicycle lanes, washrooms, drinking fountains, and

other amenities to enhance pedestrian convenience, comfort and delight.

Site design refers to how buildings are designed and positioned with respect to roads, footpaths, and

parking facilities. Buildings with entrances that connect directly to the footpath, rather than being set

back behind a large parking lot, tend to encourage walking.

Parking management refers to how parking is supplied, regulated and priced. Generous parking

supply creates more dispersed land-use patterns that are less suitable for walking and public transit

access. Free parking represents a subsidy of driving which increases vehicle ownership and use.

Ineffective enforcement of parking regulations can lead to motorists parking on footpaths, creating

barriers to pedestrian travel.

Together these land-use factors can have a major effect on travel behaviour. Research in both

developed and developing countries indicates that a combination of increased density, land-use mix,

street connectivity and walkability increase public transport and non-motorised travel, and reduce per

capita automobile travel. The results from one study shows that residents of the most urbanized

neighborhoods in Portland (US) use public transport about eight times as much, walk six times as

much, and drive about half as much as residents of the least urban area.

In developing countries, where land use is frequently difficult to regulate, transport sector interventions

like BRT are one of the best ways to affect changes in land use that are largely dominated by private

market based decisions. However, there are some public policies that have been successfully used to



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encourage higher-density development in the area served by a new BRT system. This section

describes specific public policies that can help implement transit-oriented development.

Public facility location and infrastructure investments

One of the easiest ways for a government to ensure transit-oriented development is to locate public

facilities, sush as government offices, schools and colleges, sports and recreation centres, and

cultural facilities along public transport corridors.

Transit centres and urban villages can be given priority when public investments are made to improve

footpaths, roads, parks, public utilities and services such as water and sewage, garbage collection,

and electricity. As a result, the majority of transportation funds are spent on system management and

preservation projects, and less is devoted to expanding roadway capacity in areas with unplanned,

dispersed development.

11.3 Inventory: -

Public transit impact would be significantly higher in the walking distance zone of transit routes. A

distance of 500 m is generally taken as Traffic influence zone. Within this zone the areas closer to the

road are likely to experience higher level of impact, as the accessibility hanges would be more

favorable. Hence a zone extending along the rapid Transit corridor extending to 250m on either side

or the nearest road which ever is farther has been taken as Immediate Transit influence zone. Near

junctions, the influence is expected to extend longer. Hence a distance of 500 meters along he roads

meeting the corridor has been taken as immediate transit influence.

Table 11.3 Existing Land Use (% age Areas)

S.No. Corridor Resdential Commercial Public Ind. Vacant Total

1 Agricultural College

(Adhartal) to Gwari

Ghat

52.50 6.30 13.40 8.20 19.60 100.00

2 Tilwara Ghat to

Khamaria

54.10 7.10 12.80 7.60 18.40 100.00

3 Gour Bridge to

Railway Station

(Railway Bridge No.4)

49.60 6.40 14.50 6.50 26.00 100.00

4 Karmeta To Damoh

Naka

51.80 6.80 13.50 7.20 20.7 100.00

5 Deen Dayal Chowk to

Nagar Nigam Chowk

54.10 7.30 12.80 8.30 17.50 100.00

6 Raddi Chowk to

Ghamapur Chowk

52.9 6.40 13.60 7.10 20.0 100.00

7 Maal Godown to

R.D.V.V.

51.80 7.40 12.50 7.80 20.50 100.00

8 Chandanvan to

Bandariya Tiraha

50.60 6.80 11.90 8.10 22.60 100.00



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11.4 Assesements of Developments Potential:

The vacant land and the area under slums, which are in the immediate corridor influence zone, are

likely to be influnced by road and transit development. They are likely under go development pressure

in the immediate future. Giving extra FSI for new construction undertaken can intensity the land use in

the catchment area of the corridors. Total area of land, which is amenable for development and

redevelopment, includes vacant lands owned by government and private bodies, and slum areas.

11.4.1 Floor Surface Index

The full potential of land can be utilized by increasing the FSI. FSI for different wards in enlisted –

Ward’s Name FSI

Thakkar Gram, shaheed Ashfaqullah Ward, Dr. Sakir

Hussain Ward, Pt. Deen Dayal Upadhyay ward, Rajeev

Gandhi Ward, Sanjay Gandhi Ward, Pt. Dwarka Prasad

Mishra Ward, Seth Govind Das Ward.

1.25

Subhadra Kumari Chauhan Ward, Swami Dayanand

Saraswati Ward, Jawahar Lal Nehru Ward, Vivekanand

Ward, Cherital Ward.

1.50

Govind Vallabh Pant Ward, Maulana Azad ward, dr.

Sarva Palli Radha Krishnan ward, Acharya Vinoba

Bhave ward, Sheetala my ward, Lal Bahadur Shastri

ward, Lala Lajpat Rai ward, Dr. George Disilva ward,

Narsimha ward, Kamla Nehru ward, Garha ward, Indira

Gandhi ward, Rani Durgawati ward, Madan mahal

ward, GwariGhat Ward’s Katanga region, Banarasi Das

Bhanot ward.

1.55

Jai Prakash Narayan ward. Dr. Shyam Prasad

Mukherjee ward Pt. Madan Mohan Malviya ward, Dr.

Ram Manohar Lohiya Ward, Pt. Bhavani Prasad Tiwari

Ward, Kasturba Gandhi Ward, Mahatma Gandhi Ward,

Jawahar Ganj Ward, Lokmanya Bal Gangadhar Tilak

Ward, Ravindra Nath Tagore Ward, Maharshi Arvind

Ward, Khermai Ward, Hanuman Tal Ward, Sardar

Vallabh Bhai Patel Ward, Motilal Nehru Ward, Dr.

Rajendra Prasad Ward.

1.75

11.5 Land Value Assesement and Revenue Potential

On the basis of experience of various Public Transport system in other cities of the country the value

of land, which is along the corridors, is likely to get enhaced approximately 20 % within two years of

construction of such system. As time passes the value of Land increases continuously.

The tax increment on the basis of increasing FSI have good potential of revenue. Parking can be also

a potential source of income. Development of Commercial centers, cinema house, Community center,

committee room etc. have major Revenue Potential.



133

11.6 PPP Potential

In Public Transportation projects there is wide scope of Public-Private Partership. Similarly in land use

and development PPP can be vital. Some areas for example

a. Parking.

b. Multiplexes.

c. Community Centres.

d. Commercial Centres

11.7 Impact Assement

By the construction of well Designed Public Transport system the present scenrio of the city will get

changed completely. Traffic Jams will be removed. Travel time will be reduced. Comfortable, safe and

economical journey will be possible. By the development of areas along the corridor the people wil get

benefitted. Accidents will get negligibly small. Environmental conditions will get enhanced.

11.8 Implementation Mechanism

The whole area cannot be developed simultaneously. It should be implemented in phases. First of all

vacant land should be developed. Slum areas can be taken up after that. In Last phase the existing

government-building infrastructure can be modified.



134

PART III

PLANS AND PROJECTS



135

CHAPTER - 12.0

PUBLIC TRANSPORT IMPROVEMENT PLAN

12.1 BUS SERVICE IMPROVEMENT PLAN

12.1.1 Existing Bus Transport System in the City

The transport system in the city comprising of mini buses and 3 wheeler tempos is entirely run by

private operators. There are a total of five routes for mini buses and three for tempos, mostly

originating from the city centre and connecting to the fringe area of the city. In terms of fleet size,

there are about 550 registered mini buses and tempos.

Table 12.1 Existing City Bus Route

S.No. Route No. Route

1. 1 Gwarighat to Railway plateform no. 4 via Shastri Bridge

2. 2 Karmeta to Sai Baba Mandir via Baldevbagh collectorate, Ghampur,

Kanchghar chowk, Ranghi

3. 3

4. 4 Agriculture College to Gohalpur via Adhartal, Raddichowk, Madan

Mahal Railway Station.

5. 5 Tilwaraghat to Gour Tiraha via Medical College, Madan Mahal.

The share of public transport to total trips is very low (only seven percent). This is not usually case in

other terms. Usually public transports account for the bulk of daily trips and could be between 40 to

70 percent.

The system of private bus operators does have many problems such as:

• Poor quality of service and comfort to passengers

• Lack of proper bus stations with basic amenities

• Reckless driving by private operators

• Rampant overcrowding of buses

• No scheduled departure or arrival timings - there is no specific waiting time for buses at

various bus stops, buses halt at a stop until they are filled with passengers Inadequate

coverage of city - private bus operators run more on market demand and Will not run

buses to outlying areas that may not have sufficient passengers .

• Comuter safety is totally ignored.

The designed public transport system will assign the public routes, with all necessary infrastructures

like bus stop, etc. As per the household survey conducted in the.city, people's access to the public

transport system is limited as the system covers very few areas of the town. A majority of commuters

have to walk a long distance to access the system. About 27 per cent of the city's population is not

covered at all by public transport (bus stand to reside'nce distance of over 2 kms), which lead to high

reliance a personal vehicles.



136

12.1.2 Issues and Prospects

The city road network system lacks functional hierarchy. The central area road network has restricted

capacity due to high concentration of commercial activities and encroachment by hawkers. A number

of uncontrolled intersections affect the smooth operation of traffic. Peripheral area, on the other hand

has inadequate road network system, although most of the new developments are spread along

these radials. This situation has resulted in traffic congestion on the city road network system.


development of eastern part of the city comprising Umariya, Bhita, Sukhlalpur, Chakdehi, Dumna



Parking, particularly within the central area, needs special attention. There are limited organized and

off-street parking facilities in the city. Available parking facilities are not sufficient to meet the demand

and this has led to chaotic situation in the city. As a result, vehicles are parked irregularly, occupying

footpaths and precious road space, thereby reducing effective road space for traffic movement.

Poor intersection geometrics, absence of channelisers, lack of control and poor traffic causing sense

among road users have resulted in chaotic situations at the intersections. Most of the roads in the

central area experience congestion due to encroachments and commercial activities. Lack of

adequate facilities for vegetables and flower markets have resulted in hawkers occupying the

precious road space.

Lack of exclusive pedestrian facilities in the city core area results in significant vehicular-pedestrian

conflicts, thereby exposing pedestrians to risk of accidents and delays to vehicular traffic.

Pedestrians and vehicles share the same road space, often leading to unsafe and uncontrolled

crossing of pedestrians. Stray animals on the roads and within the intersection area is also a major

problem affecting smooth flow of traffic.

At present 3 ROB's, 2 RUB's and 3 level crossings provide access across the railway line. Of the

three ROB's, TWo are widely used. Tne two RUB's have low vertical clearance, thus heavy vehicles







The city lacks a well-developed organized public transport system that can effectively cater to the





12.2 BUS SERVICES AND OPERATIONS

Jabalpur city transport services Ltd (JCTSL) has been established as a Special Purpose Vehicle

(SPV) to provide a dependable and good public transport service. JCTSL is going to introduce

innovative schemes to improve the bus services in the city through promoting private sector

participation in terms of investment on and operation of high quality buses under its overall planning



137

and control.

12.2.1 “Open” versus “Closed” system

The degree to which access is limited to prescribed operators and vehicles can have a

significant impact on vehicle speeds, environmental impacts, and the system’s aesthetic

qualities. Emergency vehicles, such as ambulances, are generally permitted access on

most BRT systems, whether it is an open or closed system. This public service provides

an additional motivation for approving a BRT project, for the highest ranked officials,

such as the national president or Prim Minister, the exclusive bus-ways does allow for

potential safer movements, which can be important in nations where terrorism or other

security threats may exists. Systems that limit access to prescribed operators are known

as “closed system”. Typically, this access is granted through a competitive selection

process. In these cases, private companies compete for the right to provide public transport

services under a process of competitive tendering. These systems also only permit vehicles

with highly defined specifications to operate on the corridor. By contrast, systems that have

implemented a busway system without any sector reform or any exclusivity are known as

"open systems". In an open system, operators will largely continue to run the same routes as,

they did previously. Thus, the operators will tend to utilise the busway infrastructure whenever

it coincides with their previous routing, and they will likely also operate parts of their existing

routes without bus way infrastructure.

12.2.2 Bus Services Types:

12.2.2.1 Local services

The most basic type of public transport service along a corridor is typically known as "local

service". This term refers to stops being made at each of the major origins and destinations

along a route. While local services provide the most complete route coverage along a corridor,

such services also result in the longest travel times. In comparison to conventional bus services,

the local services of a BRT system are considerably more efficient. BRT stations only alight and

board passengers at designated stations. Further these stations are separated by enough

distance to minimise stop times while at the same time are close enough to be accessed by most

persons in the area. A typical range of distances is between 300 metres and 700 metres.

12.2.2.2 Limited-stop services

Single lane BRT systems with only local services have significant disadvantages. Most impor-

tantly, at high passenger volumes, they have much lower capacity and speed. Typically, the vast

majority of passengers will get on and off at a few major stations. A few passengers, however,

will get off at less used stations. For many passengers, stopping at each intermediate station

adds significantly to the overall travel time with relatively little commercial benefit to the system

operators. Thus, both passengers and operators can benefit from the provision of services that

skip intermediate stops. BRrs relative flexibility means that "limitedstop services" or "skipped-stop

services" can be accommodated. The number of station stops to be skipped depends on the

demand profile. Major station areas with the largest customer flows may be the most logical

stops retained in a limited-stop service. However, the system can employ multiple limited-stop

routes in order to ensure travel times are minimised for the largest number of customers. Thus,

limited-stop routes can differ by the stations served as well as by the number of stations skipped



138

by the service. Some routes may skip 3 or 4 stations while other routes may skip double that

number. Well-designed stations can permit customers to transfer from a local service to a limited-

stop service. Thus, even if a customer does not reside near a limited-stop station, he or she can

transfer to a more rapid service after just a few stpps in a local-service vehicle. In some

instances, customers may find it advantageous to go beyond their desired stop in a limitedstop

vehicle and then return a few stations by way of a local service. The principal idea is to give the

maximum flexibility to the customer in order to reach the destination in the most convenient

manner starting time difference ensures that the express service does not overtake the local service.

12.2.2.3 Express services

Another type of limited-stop service is known as an "express service". Express services skip all

stations between a peripheral area and a central core area. Thus, express services are an extreme

form of limited-stop service. Express services function quite well when the origin of the trip is a high-

demand area that is some distance from the city centre. If population densities are such that vehicles

reach capacity at peripheral areas, then it can be efficient to transport these passengers directly to

central locations. In many cases, the trip origin for an express service will be a transfer terminal

where demand from numerous feeder services has been consolidated. The reduced travel time of

express services can be a major enticement to curb the growth of private motorised vehicles in the

city's periphery. In many developing cities, low-income communities are often located at such

peripheral locations, and thus, the provision of express services can be way of achieving greater

equity within a system. Express feeder buses can also work well to connect a large residential area a

considerable distance from the transfer terminal

12.2.2.4 Shortened routes

Even within BRT systems that only allow for local stops, it is possible to adjust the service to better

meet the demand by having some bus routes turn around before reaching the final terminals. The

same corridor can host several routes of varying lengths. Ideally, the highest-frequency of service will

be provided on the highest-density section of the corridor. Thus, rather than operating a route across

the entire length of a corridor, the service can focus mostly on the higher-demand portions. A single

corridor may be split into two or more routes covering a different portion.

12.2.3 Route & Frequency:

The city bus route network system has been planned and designed in a scientific manner. Direction

oriented Hub and Spoke patten} of routing has been adopted. Routes have been planned to ensure

that besides the regular city transport users, office goers, students and employees should also avail

the services. It has been ensured that proposed routes caters to the requirement of places of

residence as well as places of job. 8 Nos. high travel demand routes have been identified. Company

has taken permit for these routes from R.T.O After due testing of routes and time scheduling JCTSL

has initially started operation of 30 buses on these identified routes and later on add to its fleet of

coaches to improve the frequency of buses at particular bus stop of intersection. Colour coding of

routes and buses and their numbering has been carried out in such a manner that a commuter may

easily identify the bus stop and intersection for convenient commuting.



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12.2.4 Fleet Requirement:

Most decision makers unfamiliar with BRT systems assume that the secret to a high-capacity

and high-speed system lies in the procurement of larger vehicle While larger vehicles are one

contributing factor, they are rarely the-principal / component in finalising rapid, high-capacity

seryices. Station efficiency is more likely to be the criticai factor in optimising system operations.

However, the size and design of the vehicle will be an important decision factor, especially

in3terms of ensuring Customer convenience and comfort.

12.2.5 Optimizing Vehicle Size

Determining the optimum vehicle size is usually one of the last decisions that should be made when

designing a Public Transport system system. It should be done only better the number of stopping

bays and other considerations have already been decided. The relative costs of vehicle operations

relative to waiting times must also be considered first.

Using the equation as a basis for vehicle sizing, the required vehicle size could be calculated

Co

Cb = [Lf X F X Nsb]

Where

Cb = Vehicle capacity (passengers/vehicles)

Co = Corridor Capacity (pphpd)

Lf = Load factor

F = Service frequency (Vehicle/hrs.)

Nsb = No. of stopping Bays

Adopting potential vehicle frequency as 2 minute, and a reasonable load factor would be 0.85 or

below.

The demand analysis indicates a corridor capacity of 2,000 pphpd and one stopping bays per station

then the optimal vehicle size would be calculated as:

= 2,000/ 0.85 x 30 x1

= 78 passanger per vehicle

Thus 12 meter long standard CNG Bus however JCTSL is presently using 9 m long busses of

capacity 45-50 would be sufficient for this heavy traffic corridor.

12.2.5.1 Size of vehicle fleet

The chosen vehicle capacity will directly determine the number of vehicles required for a corridor.

Procurement of larger vehicles will reduce the total number of vehicles required. Smaller vehicles will

require more vehicles to be purchased, but as noted earlier, smaller vehicles will also contribute

higher frequency services and thus shorter customer waiting times. Also, the cost of a vehicle is fairly

proportional to its size, so there is not necessarily a cost penalty for purchasing smaller vehicles.

However, each additional vehicle does add to total operational costs due to the need for an additional

driver.

The factors involved in determining the operational size of the vehicle fleet include:

• Peak passenger demand at the critical point along a corridor

• Total travel time to complete a full travel cycle along the corridor.

• Capacity of vehicle.



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Optional Fleet Size Demand on Travel Time for a Vehicle Capacity (cb)

for Corridor (Fo) = Critical time (D) X complete cycle (Tc) Hours) / (passenger/vehicle)

Fo = D x Tc

Cb

The demand along a corridor is 2,000 pphpd using a vehicle with an operational capacity of 180

passengers and requiring one hour to traverse a complete cycle of the corridor, and then the required

operational feet size will be:

Fo = 2,000pphpd x 1 hour = 25 vehicle

80 passenger / vehicle

In addition to the operational fleet, system planners will also have to factor in a contingency value. A

contingency factor of 10 percent is commonly utilized.

Total Fleet sizes (Ft) = Optional Fleet Size + Operation fleet sizes x Contingency value (Cv)

for Corridor (Fo) for Corridor (Fo)

Ft = Fo + (Fo X Cv)

Based on the previous example for calculating the operational Beet size and an assumed contingency

value of 10 percent, the total Beet required for the corridor will be:

Ft - 25 + (25 x 0.1) =28 vehicles

In reality, there should not be any dedicated contingency vehsicles that are always withheld from

service. Instead, all vehicles should be ro-tated between operational service, maintenance) and

contingency status. This practice ensures a relatively equal number of kilometres for each vehicle in

the fleet.

12.2.6 System of Procurement

The appropriate structuring of the procurement process can create a competitive environment that will

drive cost reduction and efficiency. Additionally, a well-designed procurement plan will promote an

open and transparent process that will help to eliminate corruption and graft. System developers

should seek a wide range of bidders for each piece of equipment needed. To achieve this

environment of competitiveness, the procurement specifications should be sufficiently rigorous to

meet system requirements while also permitting bidding firms the ability to innovate. Prior to issuing

tenders, an explicit set of criteria should be created that sets forth the determining parameters for

selecting a bid and the relative weight given to each factor (cost, experience, quality, etc.). The

determination of winning bids ultimately should be decided by an objective, independent body whose

members have no commercial interest with the overall project and have no relationship in any form to

the bidding firms.

JCTSL is a public limited company working under public-private partnership model designed for

operation by private contractors and service providers under government oversight. System

implementation requires detailed technical, legal, and financial design; creation of a new public entity

in charge of system planning, development, and control; overcoming resistance to change from

traditional operators and small bus owners; development of the infrastructure; contracting and starting

up the operation; and earmarking with provision of funds for system expansion.

Proposed BRT shall be composed of following components:

� Specialized infrastructure;



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� Efficient operations;

� Advanced fare collection;

� Institution for system planning, development, and control.

� Public institutions to provide infrastructure, planning, and control,

� Operations and billeting are to be contracted out to private companies.

12.2.7 Ticketing System

Fully computerized 'Electronic Ticketing Machines are used for issuing daily passenger tickets.

Ticketing system has been finalized. by company to ensure the common ticketing system for all

operators. The software used in. these machines in owned by JCTSL. This eliminates the risk of

passengers being ever charged more than the specified fares by the operators. The computerized

ticketing system also helps in effective monitoring and control of conductors and management of

ticketing data.

With the hi-tech Electronic Ticket Issuing Machines, it is easy for the conductor to issue tickets

generated through the machine and to collect the money from passengers.

The stages on the route and respective fares are fed to the machine". For example, if a passenger

boards the bus at stop number four and intends to get down at 10, the driver will press the buttons 4

and 10. A ticket will come out and corresponding fare will be displayed on the machine and ticket, for

which the money will be collected by the conductor.

12.2.7.1 Passes

One of the important sources of revenue to the company and the operators is system of various kinds

of passes. Project envisages sharing of pass revenue in the ratio of 80:20. Operators will get 80%,

Le. 240 Rs. against the denomination of RS.300 monthly pass JCTSL will save an amount Rs. 30.50

on new pass and Rs. 42.50 on renewed passes. Remaining amount will go to the vender for

processing, marketing and delivery of passes. System· of issuing passes is being done through 15

instant pass centers and a network of distributors and retailers. Company has taken a minimum

guarantee of issuing of issuing at least 2500 passes every month from the agency. This minimum

guarantee of passes ensures an assured income of Rs. 7.5 lakhs per month to be shared between

the JCTSL and operators.

Our pass system is complete modular, web-based solution specially designed for Public Transport

Systems. It aims at reducing the strenuous workload involved in managing passes by seamlessly

integrating the various aspects of running a large system.

System is based on Client-Server architecture. It provides central database, which can be updated

from several clients synchronously.

System reduces the error/faults of manual system by providing bar code, which reduces duplicity.

Pass center no, shift no date and pass no, are encoded in the barcode. Beside barcode card contains

detail user information such as photograph of pass owner, unique id-number, name, address & age of

the pass owner, stamp & sign of authorized signatory, rules & regulation on backside and a specially

designed hologram to root out any scope of duplicity.

In this system, there is one centralized server located at the JCTSL Head Quarters and is attached

with several clients at different locations.

Metro card vending machines and metro cares for the purpose of passes would be adopted at later

stages. It is planned to upgrade the system to RF enabled passes very soon. Apart from monthly



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passes we are also planning to introduce student, family and various other kind of passes at latter

stages.

12.2.8 Online GPS Bus Monitoring & PIS Solutions

This is the most technology saw part of the entire project wherein a fully automated vehicle tracking

system will ensure that the city buses reach the stop at the fixed time. Any deviation from timing

would be corrected and controlled using GPS and real time tracking solutions.

The proposed system will offer following advantages

1. Estimated time of arrival that could be flashed on display screens at Bus Stops.

2. Schedule & Itinerary adherence.

3. Log of exact kilometer traveled by Bus.

4. Punctuality and improvement in driving pattern.

5. Control over unauthorized and unscheduled stoppage.

6. Better KMPL & EPKM.

7. Better Analysis.

8. Migration to Passenger Information System including IVRS.

12.2.9 Integration of Buses with Intermediate public transport

Multimodal implementation- For multimodal implementation we have suggested the use of existing

Buses, mini buses as well as full size busses to be operated on feeder as well as arterial routes. Many

existing routes will support BRTS corridors as well. These existing routes have private as well as JCTSL

buses & three wheelers i.e. tempo’s. The focus of whole exercise has been to provide cohesive, mutually

supportive, sustainable architecture for transportation modal.

This model realize heavily on support of different models of transportation like mini buses, three wheelers

etc so as facilitate efficiencies & timely connectivity for passenger.

New fleet of HCBC (high capacity buses) will be supported by existing JCTSL framework and in no small

parts by existing mini9 busses BRTS & JCTSL will fulfill 91% of public transport demand while rest will be

covered by mini busses.

Special care will be taken to integrate the proposed BRT system for Jabalpur with all other modes of

transport. In addition, the design of the BRT routes ensures that passengers using the system have

easy access to taxis, three-wheelers, etc., if necessary by providing for convenient pick-up zones and

parking places. In addition the walking spaces and road crossing locations have been made

particularly safe for commuters.

The cost of infrastructure development for 'Bus Rapid Transit System' is inclusive of:

� Construction of physically segregated bus lanes in cement concrete

� Resurfacing of motor vehicle lanes in re-usable asphalt (to ensure minimum changes in

elevation on resurfacing)

� New storm water drainage system

� Provision of underground ducts conduits for other services

� Replacement of light poles and fixtures

� Shifting of existing electricity/telephone poles and trees (reduced to an absolute minimum)

wherever necessary.



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� Construction of footpaths and segregated NMV lanes.

� Provision of new street furniture, street benches, dust bins, bollards etc.

� Construction of new bus stops.

12.2.10 Common Utility Offices at Terminals and near Bus Stops along the corridors:

While deciding the location of terminals and bus stops due consideration has been taken to provide it

near public utility offices such as Nagar Nigam Zonal Offices, Electricity distribution offices, Post

Offices, Banks at MS shopping complexes etc.

12.3 MRT DEVELOPMENT PLAN

12. 3.1 Evaluation Of Alternative Technologies For Solution Of Existing Problems

Types of Mass Rapid transport technologies

• Bus Rapid Transit (BRT) Bus based technologies typically operating on exclusive right of way lanes

at the surface level; in some cases Underpasses or tunnels are utilized to provide grade separation

at intersection or in dense city centers.

• Light Rail Transit (LRT) - Electric rail-based technology operating either as a single rail car or as a

short train of cars typically on exclusive right-of-way lanes at the surface level with overhead electrical

connectors.

• Trams- Trams can also be considered a type of LRT, but typically utilize smaller-sized car riages and

may share road space with other forms of traffic.

• Underground metro- A heavy rail trasit system operating on grade separated tracks that are located

principally underground.

• Elevated rail transit - A rail transit system operating on grade separated tracks that are located

principally on an aerial structure; elevated systems can also be considered a form of metro.

• Suburban rail – A heavy rail transit system operating on exclusive right-of-way tracks that are located

principally at the surface level but generally grade separated; typically carries passengers between

suburban and urban locations; differs from other urban rail systems by the facts that carriages are

heavier and the distances travelled are usually longer.

• Personal Rapid Transit (PRT)- A rail-or wheel-based system carrying passengers in small Automatic

Guided Vehicles (AGV); PRT typically operates on exclusive right-of-way lanes that may also be

grade separated.

12.3.2 Rail verses Road

1. Whether a system called BRT or LRT or metro perhaps matters less than whether rhe system

meets the needs of the particular customer.

2. Given that mass transit implies a certain level of both capacity and speed, some systems are

technically better described by the more general term of "public transport" than "mass transit"

Whether a system qualifies as "mass transit" is dependent both on the nature of the

technology and the circumstances of the particular city.

12.3.3 Criteria in technology Selection

The decision to select a particular technology depends upon many factors. Costs, performance

characteristics, local conditions, and personal prefomances have historically all played a role in the

decision-making process. This section will outline some of the factors that should be considered in

selecting the type of mass transit system for a city.

The planning and decision-making process can be defined so that the ultimate outcome reflects the



144

goals and objectives of the city in conjunction with the current and projected trends. The goals and

objectives will likely in part reflect the vision statement developed by the political leader. Additionally,

objectives regarding quality of life and city image will likely be part of the evaluation. Demographic

trends will help to indicate the transport service levels I"equired to meet the future form of the city.

As the decision-making process enters actual comparisons between different public transport

technologies, a framework for objectively evaluating each criteria should be dearly articulated. The

evaluation process will likely begin with the widest number of options under consideration. As the

evaluation proceeds, increasing levels of detailed analysis will be utilized to narrow the choices.

Feasibility" studies and "cost-benefit" analysis may be uriIised to deternline in detail the financial

viability of a particular option. In instances where oniy a single technology is considered, it is not

uncommon for "feasibility" studies ro almost always deliver a verdict of "feasible irrespective of

potentially berrer alternatives, Public rransporr technology decisions can rhus become a self-fulfilling

prophecy based upon political or personal preferences rather than cusromer needs.

By understanding Customer needs with respect to fare levels, routing and location, navel time,

comfort, safety, security:" frequency of service, quality of infrastructure, and ease of access, system

developers can define the preferred type of service without bias toward any particular technology.

Table 12.2 Factors in choosing a type of Public Transport technology

Category Factor

Cost Capital costs (infrastructure and property costs)

Operating costs

Planning costs

Planning and management Planning and implementation time

Management and administration

Design Scalability

Flexibility

Goals and objectives Access/ mobility, quality of life, city Image, etc.

Current situation and trends Current problems and future challenges

Indentify investment alternatives Car-based city, metro , LRT, BRT, etc.

Evaluates alternatives Objective decision –making process

Decision



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Diversity versus homogeneity

Performance Capacity

Travel time speed

Service frequency

Reliability

Comfort

Safety

Customer service

Image and perception

Impacts Economic impacts

Social impacts

Environmental impacts

Urban impacts

The choice of public transport technology should be based on a range of considerations with

performance and cost being amongst the most important. These requirements are ideally derived

from an objective analysis of the existing and projected situation. The categories of the charac-

teristics that can help shape a city's decision towards the most appropriate type of public

transport technology.

12.3.4 Strategic design consideration

. Scalability

. System Flexibility

. Diversity and homogeneity

. Performance

12.3.5 Technology decision making

12.3.5.1 Comparative Descision Matrix

As it is being discussed earlier the table below and notes the circumstances that are best suited to

each technology.

Table 12.3 Comparative Descision Matrix

Technology Demand

requirements

Advantages Disadvantages

Metro

rail/elevated rail

system

High to very high

passenger demand

(30,000 to 80,000

pphpd)

• Superior image for city

• High commercial speeds (28-35

kph)

• Attracts discretionary public

transport riders

• Uses relatively little public space

• Low local air emissions

• Very high infrastructure

costs (US$45 million to

US$350 million per km)

• May require operational

subsidies.

• Poor revenue recovery

during non-peak periods

• Long development and

construction times

Complex integration with



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feeder services

Light rail transit

(LRT)

Moderate

passenger demand

(5,000 to 12,000

pphpd)

• Provides good image for city

• Attracts discretionary public

transport riders

• Quiet ride performance

• Can be fitted to narrow streets

• Low local air emissions

• Moderately high

infrastructure costs

(US$15 million to US$45

million)

• May require operational

subsidies

• Limitations with respect to

passenger capacity.

Bus rapid transit

(BRT)

Low to high

passenger demand

(3,000 to 45,000

pphpd)

• Relatively low infrastructure costs

(US$0.5 million to US$14 million)

• Often does not require operational

subsidies

• Good average commercial speeds

(20-30 kph)

• Ease of integration with feeder

services

• Moderately good image for city

• Can carry with it the

negative stigma of bus

technology

• Relatively unknown to

many decision makers

Conventional

bus services

Low passenger

demand (500 to

5,000 pphpd)

• Low infrastructure costs

• Relatively low operating costs

• Appropriate for small cities with

low demand

• Poor service image

• Often lacking in basic

customer amenties and

comfort

• Regularly loses mode

share to private vehicles.

12.3.6 Appropriate Technology

BRT is increasingly being recognised as asound technology option for a range of city conditions

and, especially for developing-nation cities seeking both high quality and a low-cost solution.

BRT's ability to operate profitably across a broad range of operating conditions and the relatively

low Cost of its infrastructure made it option worthy of consideration. Based on the experiences to

date, the conditions most favourable to BRT are:

• Passenger demand ranging from 3,000 to 45,000 pphpd along a given corridor.

• Need for average commercial speeds over 20 kph.

• Cities seeking to avoid the need for operationa I subsidies; and

• Availability of capital funding in the range of Rs 8.0 Cr. to Rs 12.0 Cr. per kilometer.

BRT's broad set of profitable operating conditions has given the technology some versatility in

terms of compatible public transport environments. BRT systems have fulfilled a range of roles in

cities, including trunk services, feeder services to other transit technologies, and temporary

solutions prior to rail upgrades.

A city with few financial resources may wish to consider developing a full mass transit network with

BRT prior to a limited rail-based corridor. Building a single, limited corridor of high technology does



147

little to provide a meaningful network for those persons who depend upon public transport for their

daily mobility needs. In time, if the desire to convert to rail is strong, then this possibility is always

there as a future conversion option. For such cities, BRT can provide a quality network over the

medium term and thus do much to relieve the pressures of congestion, contamination, and

inadequate access.

12.3.7 FUTURE TRAVEL DEMAND SCENARIO

12.3.7.1 Planning Period:

The planning period is taken as 20 years after the construction. The horizon year for all estimates

and planning programme will be 2029. The most acceptable scenario under each transportation

parameter is briefly described here under:

12.3.7.1 Mobility

Presently as revealed by household survey, the per capita trip rate (PCTR) of Jabalpur is 1.47

including walk and 1.00 excluding walk. With economic development, higher vehicle ownership,

good public transport system and increased mobility the PCTR would increase. Future travel

demand estimates will be made by construction of travel demand models. In the interim a PCTR of

1.20 (excluding walk) by 2021 is adopted to give indicative size of travel demand.

12.3.7.1 Modal Share

The modal share in favour of public transport (including Para transit) in Jabalpur is a low of 14.76%.

In the context of resource conservation (land, energy,) sustained development and environmental

quality, it is necessary to improve the public transport share to a level of 30% to 40%. The study

group on Alternative System of Urban Transport, set up by Planning Commission, Government of

India has recommended the desired modal share for city size. For a city of 1.5 m it is proposed to

adopt a modal share of 40% as per the study group recommendations.

12.3.7.1 Transport System

As of now the predominant travel modes are bicycles and two wheelers while public transport

technology is conventional buses (standard and mini). However as the city grows and travel demand

increases it is necessary to identify more appropriate transport the city needs. Amongst the morden

of available technologies, the Light Rail Transit system, all surface or elevated tracks, along With

High Capacity Bus System (HCBS) seems to be most appropriate option for the city.

12.3.7.1 Population Growth:

The growth of population of Jabalpur city during the last few decades and projected population in

future years is as under:

Table 12.4 Population Trends in MCJ

Year Population Decadal Growth (%)

1951 2.04 -

1961 2.95 44.61

1971 4.42 49.83

1981 6.49 46.83

1991 7.62 17.41

2001 9.32 22.31

2011 10.54 13.09

2021 13.54

Projected Population 2031 17.39

2033 18.28



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12.3.7.1 Vehicles and Traffic Growth:

The city had about 2.73 Lacs vehicles in the year 2001-02 then registered an annual growth of about

7.19 Lacs per annum in the last decades. At the present trend of the growth of vehicle the number of

vehicles will be about 15.47 lacs per decade. The traffic on NH-7 near Ranital Chowk will be about

298302 per day comprising 125000,two wheeler 7276 autos, 9506 cars/JeepVan, 245 tempos, 441

mini bus, 11 standard buses, 250 LCV, 1702/3 axle, 25 multi axle, 285 agriculture tractor, 155000

slow moving vehicles. Peak hour traffic will be 32810 nearly 11 %. The day's traffic two wheelers 41

%, slow moving vehicles 52%, car jeep/ van 3.5%, and commercial vehicles less then 1 % will be

composition of traffic in peak hour.

12.3.7.2 Vehicle Population in Jablapur

Table 4.1 presents the growth trend in number of registered vehicles in Jabalpur. The total number of

registered vehicles has grown at a CAGR of 9.5 per cent.

Table 4.2(A) and Table 4.2(B) shows almost all types of vehicles, such as mini-buses, motor cabs,

auto rickshaws, car and jeeps, have registered increasing volumes.

12.3.7.3 Maximize the benefit of transportation investments.

Maximizing the benefits of transportation investments is essential to achieve the vision of a best

performing system that is in good condition, where delay is minimized, and where capacity-adding

improvements have the greatest positive impacts on mobility, safety, the economy.

It is especially vital to maximize the benefit of future investments given the large gap between current

revenue sources and the costs of maintaining and improving the existing system. This reality affects

all modes and underscores the importance of strategic choices and innovation to address financial

constraints.

This broad goal acknowledges that transportation needs will always exceed available resources.

Emphasis is given to our transportation system to be properly scaled and appropriately

interconnected. Taken together, the Goal 5 objectives and strategies are intended to advance two

priorities:

1. Ensure the sufficiency of transportation funding.

2. Continue to improve the strategic and analytical foundations of transportation investment

making.

Municipal Corporation Jabalpur will expand and diversify the revenue sources for transportation

funding in order to provide the level of mobility necessary for a strong economy and quality of life.

Expansion and diversification will require change and creativity. The city needs to respond to the

changing energy landscape, the role of the private sector and innovative partnerships, and the need

for a wider range of tools for local transportation finance.

Municipal Corporation Jabalpur will provide leadership to improve the policy, collaborative, and

technical inputs to effective investment making. Today's challenges require an environment of

innovation and analytical approaches for prioritizing funds and delivering services.



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12.3.8 Vision

Jabalpur's Transportations system needs to

Function well as an integrated, multimodal citywide system.

• Be preserved and maintained, with new infrastructure built to last.

• Encourage easy and efficient movement of people, goods and information.

• Be an economic generator.

• Be linked with future business markets and the global economy.

• Utilize smart technology for enhanced transportations operators.

• Be diverse and adaptable for all.

• Support quality developmeot.

• Break down institutional barriers.

Need for Mass Rapid Transit System in the city

In the context of accelerated growth of city size and activity concentration, increase in travel

demand, constrained by limited resources, energy constraints and environment quality the public

transport policy, system planning, operation and management becomes the backbone of the

transport system plan. A priority is given in the identification of an appropriate system and providing

the necessary infrastructure and conductive operational environment for efficient and effective

performance.

Increasing the Bus share of Public Transport from the existing 14.76 per cent to 60 per cent in 2015

demands an increase in their service levels. Minibuses and Tempos currently offer Public Transport

Service predominantly and standard buses to certain extent. It is pertinent that in coming years there

will be a shift towards more efficient public transport systems. The base year supply of public

transport is 0.182 standard buses (existing fleet converted to equivalent standard buses) per

thousand populations. This supply level will have to be increased suitably over the next 20 years by

augmentation and efficient mass transport system.

The Metro bus route network system needs to be planned and designed on a scientific manner

Direction oriented hub and spoke pattern of routing may be adopted. Presently Jabalpur is not

having any efficient form of organized Public Transport System. Public Transport In Jabalpur was

catered through tempo, rickshaws, mini buses and buses running on the road in an unorganized

manner.

Initiatives

Jabalpur City Transport Services Ltd. (JCTSL) was formed for providing proper transport system

separately. In the context of rapid growth of the city, increasing mobility, high travel demand:

increasing congestion, delays accidents, and need for conservation of energy, growing community

consciousness towards environmental quality and to address a host of such other' problems and

objectives, public mass transport system of the city stands out as the most critical element. It needs

to be rationally planned, efficiently operated and diligently managed to be effective and productive

by itself and in turn enable the city to be productive and competitive.

1. A centralized study was conducted by Snow Fountain Consultants, In Association with TRIPP, IIT Delhi,

in year 2007, specifying the various recourses. After analyzing the various studies it has evolved that

BRTS is the most feasible solution for the Mass Rapid transport System, which has been discussed

more elaborately in the preceding pages. Recommendations made during Stakeholder consultation.



150

Stake holder meeting was organized in consultation with TRIPP IIT Delhi’s illumenaries Prof. Gautam

Tiwari, Prof. Dinesh Mohan. The meeting had active participation of various stake holders like Jabalpur

Municipal Cooperation, Jabalpur Traffic Department, JCTSL MLC members. etc.

BRTS condor’s selection infrastructure design proposed ROW, proposed feeder Roads arterial roads

were modified wherever needed due to constructive suggestions of various stakeholders. JCTSL

capacity augmentation was one of the recommendation which was incorporated.

Introduction of bus priority corridors and a new fleet of High Capacity Busses (HCBC) to operate on

them by 2011, further augmentation of the existing standard bus fleet. The two systems combined

are estimated to cater to a share of 91 % of public transport demand Minibuses would cater

remaining share Comprehensive Traffic and Transportation study for Jabalpur Urban Area June

2007 Snow Fountain Consultants, Lucknow.

2. Augmentation of the standard bus and urban bus fleet to cater to 100% of the· public transport fleet

by 2021. Minibuses to be phased out of operation from the study area.

While designing the routing of Public Transport System following Proper Policy can be considered.

• Connect all major Production and Attraction Centers

• Evolve an integrated network connecting intercity passenger terminals.

• Direction oriented routing system with feeder services may serve city and thus provide high

accessibility and service levels to community.

12.3.9 Advantages of BRTS over other MRTS Options

1. Bus Rapid Transit and other MRTS options such as light Rail each have a variety of

advantagesand disadvantages Bus Rapid Transit generally has the advantage of

(1) Having more flexibility than light Rail.

(2) Being able to phase in service rather than having to wait for an entire system to be built. Transit

operators with experience in Bus Rapid Transit systems say that one of the challenges faced by Bus

Rapid Transit is the negative stigma potential rider attach to buses regarding their noise, pollution,

and quality of ride. Other MRTS Options such as Light Rail and Metro has advantages, according to

transit officials, associated with increased economic development and improved community image.

Bus Rapid Transit Capital Costs per Km. Generally Lower Than Light Rail

The Bus Rapid Transit projects cost less on average to build than the other MRTS options like Light

Rail proj ects, on a per-km. basis.

2. Bus Rapid Transit Is Generally More Flexible than other MRTS Options·

Bus Rapid Transit systems operate more flexibly than Other MRTS Options. Bus Rapid Transit can

respond to changes in employment, land-use, and community patterns by increasing or decreasing

capacity. Bus Rapid Transit routes can also be adjusted and rerouted over time to serve new

developments and dispersed employment centers that may have resulted from urban sprawl. On the

other hand, MRTS lines are fixed and cannot easily change to adjust to new patterns of housing and

employment.

Although Bus Rapid Transit sometimes uses rail-style park-and-ride lots, Bus Rapid Transit routes

can also collect riders .in neighborhoods and then provide rapid long-distance service by entering a

bus way or HOV facility. Transit agencies have considerable flexibility to provide long distance service

without requiring a transfer between vehicles. This is a significant benefit, because some research

has shown that transit riders view transferring to be a significant disincentive to using mass transit. In



151

contrast, Other MRTS, options frequently requires a transfer of some type- either from a bus or a

private automobile.

Finally, bus-based systems ability to operate both on and off a bus way or bus lane provides Bus

Rapid Transit the flexibility to respond to operating problems, For example, buses can pass disabled

vehicles, while Rail trains can be delayed behind a stalled train or other vehicle on the tracks. Thus,

the impact of a breakdown of a Bus Rapid Transit vehicle is limited, while a disabled Rail train may

disrupt portions of the system.

3. Bus Rapid Transit Operation Can Be Phased in

Bus Rapid Transit systems differ from Other MRTS Options in that they provide greater flexibility in

how they can be implemented and operated.

In constructing a Bus Rapid Transit system, it is not necessary to include all the final elements before

beginning operations; it is possible to phase in improvements over time. Improvements such as

signal prioritization and low-floor buses, which improve capacity and bus speed, can be added

incrementally. These incremental changes can have significant effects. For example, one Los

Angeles Bus Rapid Transit route increased its speed and cut 10 percent off its schedule time, by

installing signal priority for buses to provide several additional seconds to allow buses to pass

through intersections before the signal changed. Overall, the line was able to reduce travel time by

29 percent with all the improvements. In contrast, a transit expert noted that a MRTS segment must

be fully completed and tested before starting operation and realizing benefits.

4. Bus Service's Negative Image Can Be Overcome with Equal Service Characteristics

It is general perception that a negative image exists for bus service, particularly when compared to

rail service. Communities may prefer Other MRTS Options to Bus Rapid Transit in part because the

public sees rail as faster, quieter, and less polluting than buses, even though Bus Rapid Transit is

designed to overcome those problems. While transit officials noted a public bias toward MRTS,

research has found that riders have no preference for rail over bus when service characteristics are

equal.

While environmental benefits have helped justify Other MRTS Options, the gap in environmental

benefit between rail and buses may be narrowing. Now days· there is much needed focus on

improving the design of buses not just to increase their attractiveness, but also to reduce their noise

levels and emissions. Nowadays diesel buses are becoming much cleaner. It is noted that,

emissions from individual buses declined substantially between 1988 and 1999. Improvements in

diesel technology have resulted in heavy-duty diesel engines that are more reliable and less polluting

than their predecessors. In addition, we found that newer buses can use alternative fuels, such as

liquefied natural gas, fuel cells, and hybrid technologies, which may have some beneficial effect on

urban air quality as they are adopted into bus fleets. It can now be said that the poor image of buses

was probably a result of a history of slow bus service due to congested streets, slow boarding and

fare collection, and traffic lights. Bus Rapid Transit is essentially designed to eliminate delays and

provide faster service on better vehicles. The image of buses can be improved over time through bus

service that incorporates Bus Rapid Transit features. This change could replicate the improved

image that Other MRTS Options experienced when Metro Rail began to be built.



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5. Bus Rapid Transit Can Be an Interim System

Bus Rapid Transit also has the advantage of establishing a mass transit corridor and building rider

ship without precluding future changes. The development of a bus way secures a transit right-of-way

for the future. Some cities have identified Bus Rapid Transit as a means of building transit rider ship

in a travel corridor to the point where investment in a rail alternative becomes a cost-effective choice.

For example, one of the projects in FTA's demonstration program, the Dulles Corridor Bus Rapid

Transit project in Virginia, hopes to build transit rider ship in this fashion. However, converting a bus

facility to light Rail involves additional capital costs. The idea of converting a Pittsburgh bus way to

rail was studied by the Port Authority of Allegheny County, and the agency concluded that the $401

million capital cost of the conversion was too high.

6. Bus Rapid Transit Capital Costs per Km. Generally Lower Than Light Rail

Bus Rapid Transit Capital Costs were generally lower than Light Rail Capital costs in the cities we

reviewed, when compared on a cost-per-km basis

We found mixed results when we compared the operating costs of Bus Rapid transit and Light Rail

Systems. In examining performance characteristics, we found that the rider ship and operating

speeds of Bus Rapid Transit and Light Rail systems were similar in many respects.

Conclusion

Bus Rapid Transit systems can have lower capital costs than Other MRTS Options yet it can often

provide similar performance. Further, Bus Rapid Transit's flexibility may be a potentially valuable

feature for many communities with sprawling patterns of development, where public transportation

needs can be more complex and difficult to address than focusing on a single central business

district.

Bus Rapid Transit is a relatively new concept, some of the projects have not reached the point of

being ready for funding consideration and there are many other rail projects further along in

development with which they will ultimately have to compete.

The future of Bus Rapid Transit largely rests with the willingness of communities to consider it as

they explore transit options to address their specific situations. Such decisions are difficult and made

on a case-by-case basis considering a variety of factors including cost, rider ship, environmental

impacts, community needs and attitudes. No one-transit option is right for all situations. However,

given the merits of Bus Rapid Transit and its potential cost advantages, we believe that it should be

given serious consideration as options are explored.

12.3.10 Potential and Feasibility of BRTS in the city

I. AIl number of transit options are available to communities to help address growing traffic

congestion. One such option is Bus Rapid Transit. Bus Rapid Transit is an emerging approach

to using buses as an improved high-speed transit system. By employing innovative

technologies such as signal prioritization, better stations or shelters, fewer slops, and faster

service on more attractive vehicles, Bus Rapid Transit Shows promise in meeting a variety of

transit needs.

II. Bus Rapid Transit involves coordinated improvements in a transit system's infrastructure,

equipment, operations, and technologies that give preferential treatment to buses on urban

roadways.

I. Bus ways special roadways designed for the exclusive use of buses-can be totally separate



153

roadways to operate within highway right-of-way separated from other traffic by barriers.

Sufficient ROW is available in the major corridors of traffic in the city where we need to provide

the mass rapid transport system.

Average Trip Length

Average trip Length in Jabalpur is 3.36 km. excluding walk trips. While majority of trips have trip

length less than 6 km. Such kind of trip length is most suitable for Bus Rapid Transit System rather

than Light Rail. The following study conducted under Comprehensive Traffic and Transportation study

for Jabalpur Urban Area by Consulting Engineering Services (India) Pvt. Ltd. justifying the feasibility

of Bus Rapid Transit System.

The total Passenger 'kilometers and passenger hours made under each of various alternatives for

public Transport System are derived in Jabalpur to understand the benefits of one system over the

other. The observations are presented in Table 12.5 and Table 12.6.

It is seen from Table that introduction of priority corridors results in substantial savings in time. The

LRT system, due to its higher speeds attracts more trips resulting in higher passenger kilometers.

However, due to the time taken for modal interchange from road based to rail based system and

vice versa, this system increases the travel time. Absence of parallel bus corridors also compels

people to use the LRT system for shorter trip lengths thereby resulting in higher travel time.

Therefore, in catering to the demand till the horizon year (2029). It is recommended to implement a

road based public transport system, Bus Rapid Transit System. The choice of the road based public

transport system will be based on the assessment of benefits with and without priority bus corridors

to meet the public transport travel demand. It is felt that, this high capacity corridor will bring about

reidensification of its adjacent areas and urban renewal beyond 2029. This will result in additional

demand on the corridor that will be higher than the capacity of a road based system. The LRT

therefore, will have to be exercised as an option along the identified corridor to cater to the public

transport travel demand after 2029.

Table 12.5 Performance indicators of different public transport system

Indicators 2011 2018 2033

Without

Priority

Corridor

With

Priority

Corridor

Without

Priority

Corridor

With

Priority

Corridor

With High

Capacity

System (LRT)

Total pass. Km

in a day ('000) 5331 7916 8096 15372 15699 17148

Totalpass. hrs

in a day ('000) 453 657 608 1180 1145 1180

Saving in Pass

hrs ('000) -- -

49

- 34.6 -35



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Potential Cost and Benefits

Table 12.6 Cost of Alternative Public Transport System

Public Transport

System

Vehicle Operating Cost

(in millions)

Value of Travel Time (in

millions) Total VOC +

VOTT Public

Transport

Non Public

Transport

Public

Transport

Non Public

Transport

Do Nothing Scenario 32 91 348 61 532

Standard Bus System 39 58 323 39 458

High Capacity Bus and

Standard Bus System 37 58 311 39 445

It may be inferred from this table that difference in cost of alternative Public Transport systems as

compared to the 'Do-Nothing' scenario, would form the benefit stream.

The summary of the results obtained from the economic analysis undertaken for the entire project

period (2029), is presented in Table 12.7.

Table 12.7 Economic Internal Rate of Return

Proposed Public Transport System EIRR (VOC+VOTT)

Standard Bus System 24.9%

Standard Bus System + High Capacity Bus System

(Urban Bus) 26.8%

12.3.11 TRANSPORT PLANNING

12.3.11.1 Equitable allocation of road space

At present, road space gets allocated to whichever vehicle occupies first. The focus is, therefore, the

vehicle and not people. The result is that a bus carrying 40 people is allocated only two and a half

times the road space that is allocated to a car carrying only one or two persons. In this process, the

lower income groups have, effectively, ended up paying, in terms of higher travel time and higher

travel costs, for the disproportionate space allocated to personal vehicles. Users of non-motorized

modes have tended to be squeezed out of the roads on account of serious threats to their safety. If

the focus of the principles of road space allocation were to be the people', then much more space

would need to be allocated to public transport systems than is allocated at present.

The Central Government would, therefore, encourage measures that allocate road space on a more

equitable basis, with people as its focus. This can be achieved by reserving lanes and corridors

exclusively for public transport and non-motorized modes of travel. Similarly lanes could be reserved

for vehicles that carry more than three persons (popularly known as High Occupancy Vehicle Lanes).

Past experience has been that such reserved lanes are not respected by motorists and therefore lose

meaning. In order to facilitate better enforcement physical segregation has been proposed.

It is well known that public transport occupies less road space and causes less pollution per

passenger per km than personal vehicles. As, such, public transport is a more sustainable form of

transport.



155

12.3.11.2 Quality and pricing of Public Transport

So far fares for public transport have been set on the premise that this mode of travel is used by the

poor, who have no other means of meeting their travel needs. As such, fares have been kept low as

a measure of social equity. This has resulted in most public transport systems being unable to

recover their operating costs. It has, in fact, encouraged poorly operated systems that have been

financially sustainable only through serious compromises on the quality of the service they render. In

the present day context, however, public transport serves another social purpose. Their needs are,

however, for improved quality and not so much for low fares. It is, therefore, necessary to think of

different types of public transport services for different segments of commuters. Those who place a

premium on cost are the poorest sections of society and need to be given affordable prices. The cost

of providing public transport for them needs to be subsidized by other sections of society. However,

there is another segment that values time saved and comfort more than price. This segment is

comparatively better off and would shift to public transport if high quality systems are available to

them. The cost of providing public transport to them need not be subsidized and can be met from the

fare revenues. As such, the Central Government would encourage the' provision of different levels of

services a basic service, with subsidized fares and a premium service, which is of high quality but

charges higher fares and involves no subsidy.

To facilitate this, the Central Government would offer support under the JNNURM for premium

service infrastructure such as improved bus stations and terminals, improved passenger information

systems, use of intelligent transport systems for monitoring and control, restructuring of State

Transport Corporations, etc.

To ensure that the fares charged are fair and reasonable, as per requirement of Central government

would regulatory authority had been set up by the State Government to, interlaid, regulate the prices

to be charged by different types of public transport services has already been feed.

12.3.11.3 Technologies for Public Transport

There is a wide spectrum of public transport technologies. At one end are high capacity, but high

cost, technologies like underground metro systems and at the other are low capacity bus systems

running on a shared right of way. Within these extremes are a range of intermediate possibilities,

such as buses on dedicated rights of way, elevated sky bus and monorail systems, electric trolley

buses, etc. While some of them are most effective over high-density trunk corridors others prove

useful as feeder systems or subsystems that serve limited subareas within a city. Similarly, there are

examples of available waterways being taken advantage for public transport as also systems like

ropeways that suit hilly terrains. While the high capacity rail systems and buses on shared rights of

way are the only ones tried out in India, several of the others have proved successful in other parts of

the world. Electric trolley buses have been running in San Francisco. New Bus Rapid Transit

Systems (BRTS) have become very popular in cities like Bogota (Colombia) and Curritiba (Brazil).

12.3.11.4 Priority to non-motorized transport

With increasing urban sprawl and rising income levels, non-motorized transport has lost its earlier

importance. Statistics show that the share of bicycle trips out of the total trips in Delhi has declined

from 17% in, 1981 to 7% in 1994. The longer trip lengths have made cycling more difficult. Further,

nonmotorized modes are also exposed to greater risk of accidents as they share a common right of

way with motorized vehicles. However, non-motorized modes are environmentally friendly and have



156

to be given their due share in the transport system of a city. The problems being faced by them

would have to be mitigated.

First of all, the safety concerns of cyclists and pedestrians have to be addressed by encouraging the

construction of segregated rights of way for bicycles and pedestrians.

12.4 FEEDER NETWORK & INFRASTRUCTURE

12.4.1 Feeder Service Design

A well-designed system can accommodate a range of population densities in order to achieve

a true 'city-wide" service.' in general, there are three options in terms of the overall service structure:

I. Trunk-feeder services

2 Direct services;

3. Mix of trunk-feeder services and direct services ("hybrid" services).

Fig 12.1 Illustrative comparison between trunk- feeder services and direct services.

Trunk-feeder services utilize smaller vehicles in lower density areas and utilise larger vehicles along

higher-density corridors. The smaller vehicles thus "feed" passengers to the larger "trunk" corridors.

Many passengers utilizing a trunk-feeder system will need to make a transfer at a terminal site. Direct

services will have less need for feeder vehicles and transfers, generally taking passengers directly

from their origin to a main corridor without the need for a transfer.

12.4.2 Trunk-feeder services

Trunk-feeder service utilize smaller vehicles from residential areas to provide access to terminals or

transfer stations, where customers transfer to larger trunk vehicles Typically, the feeder service

vehicle will operate on mixed-traffic lanes while the trunk vehicles will operate on exclusive bus ways.

In many respects, the concept of trunk-feeder services is similar to the practice of hub-and-spoke

operations as utilized by the airline industry.

12.4.3 Mix of trunk-feeder services and direct services



157

Trunk-feeder services and direct services are not mutually exclusive. A system developer could

elect to use different services in different sectors of the city, depending on the local

circumstances. Increase that give way to low density residential plots, then a trunk feeder service

can be employed in areas with less variability in corridor population density, then direct service

could be employed 'the relative flexibility of BRT in comparison to other public transport options

means that routes and services can be tailored quite closely to customer needs. The system can be

designed to minimize travel times for the greatest number of passengers. Routing options, such as

local, limited-stop, af1d express services, permit an array of permutations that maximize system

efficiency and minimize travel times for customers. Both passengers and operators can benefit from

adjusting public transport services to more closely match existing demand. An effective route network

can be achieved through the following design principles:

1. Minimizing the need for transfers through efficient routing permutations;

2. Providing local, limited-stop, and express services within the BRT system;

3. Shortening some routes along a corridor to focus on high-demand sections.

Customers typically prefer to have choices and options. Providing alternative routing options serves

several objectives, including good customer service, reduced travel times, and increased system

capacity.

Table 12.8 Comparison of trunk-feeder services and direct services

Factor Trunk freedom services

in closed system

Direct Services in open

system

Direct Services in closed

system

Travel time Time penalty incurred for

requiring transfer, but

speed and capacity along

the trunk bus way

maximized.

Time saved in avoiding

transfers, but "bunching" of

vehicles along bus way will

increase travel time

Allows T authority to control bus

way congestion while also

gaining the time savings

benefits from fewer transfers

Operational

efficiency

Matches supply and

demand very closely; pro-

duces high efficiency even

when there are significant

variances in population

density between corridors

and residential areas

Compromise between

high-demand areas and

low-demand areas may

reduce overall efficiency;

however, gains are

realised if route distance is

short

Compromise between high-

demand areas and low-

demand areas may reduce

overall efficiency; however,

gains are realized if route

distance is short

Infrastructure

Requires construction of

terminals and intermediate

transfer facilities

Avoids costs of terminals

but may require more

costly stations

Avoids cost of terminals

Vehicle types

Trunk routes typically

restricted to large vehicles;

feeder routes typically

employ standard sized

buses or smaller'

Often little standardization

of vehicles; vehicles may

require doorways on both

sides

BRT authority can stand- ardise

the vehicles; vehicles must be

capable of both on and off bus

way operation and thus may

require doorways on both

sides

Capacity High passenger flow rates The bunching of vehicles Capacity will be somewhat



158

can be handled efficiently

with trunk-feeder services

and on-board fare

payment inhibit system

capacity

lower than for trunk-feeder

systems as vehicle sizes will be

somewhat smaller

System

image I

customer

friendliness

Metro-like route structure

makes for customer-friendly

system

Lack of clear route Ill'

maps and plethora of

routes can create

customer confusion

Potentially more complex than

a trunk-feeder system but more

organized than an open system

12.4.4 Route network:

'A system is a network of interdependent components that work together to try to accomplish the aim

of the system. A system must have an aim. Without the aim, there is no system. "

12.4.5 On different selected corridors, the improvement of feeder roads is already planned the detail

are as under.

The Proposed improvement as per National Urban Transport Policy has been taken up. Segrated

lane for bicycles & pedstrain has been provided surface drain below pedstrain & proper street light

provision has been made.

Table 12.9 Feeder roads

S. No. Feeder Road Name Length Cost in Lacs

From To

1. Damoh Naka I.T.I. 2.748 961.086

2. Medical Tiraha Dhanwantari Nagar 2.000 1706.819

3. Katnga Tiraha Gwarighat 6.174 2182.037

4. Collect-rate RDVV 3.525 1230.201

5. Ghamapur Chowk Katnga Tiraha 3.449 1116.973

6. I.T.I. By Pass 3.131 1083.699

7. Mdical Tiraha Tilwara 5.159 597.345

8. Circuit House Gaur River 7.510 2497.038

9. Shastri Bridge Medical Gate 5.350 1715.600

10. Gohalpur Police Chowki Amkhera 2.208 512.342

11. Railway Bridge No. 01 Kairab Guest House 0.940 242.778

12. Madan Mahal Chowk to Madan Mahal Thana 0.896 328.949

13. Ghamapur Chwok Ranjhi 5.750 1785.206

14. RDVV Thana Rabertsganj 1.048 262.913

15. Circuit House Russel Chowk 1.445 453.683

16. Choti line Fatak Bandariya Tiraha 1.218 325.771

17. Chandanwan Teen Patti Chauraha 1.300 365.192

18. Ravindra Nagar Tiraha Amkhera 1.665 385.380

19. Baldevbagh Ukheri MR-4 1.554 368.911

20. Madan Mahal Rly. Station Rani Tal 0.838 195.764

21. Ghamapur Raddi Chowk 2.150 605.943

22. Ambedkar Chowk Rly. Bridge No. 01 1.000 270.747



159

S. No. Feeder Road Name Length Cost in Lacs

From To

23. Amkhera By pass 2.752 676.375

24. Adhartal Shobha Rly. Station 2.393 735.952

25. Ghamandi Chowk Ranital 1.025 169.910

26. Corporation Chowk P & T Gate No. 03 0.986 213.864

27. Damoh Naka Badi Khemrai 1.441 276.322

28. Sharda Chowk Sainik Society 1.119 231.403

29. Russel Chowk Shastri Bridge 0.845 231.043

30. Shastri Bridge Medical Tiraha 1.176 242.547

31. Russel Chowk Bus Stand 0.660 162.028

32. RDVV Dumna Airport 10.476 2504.801

33. Rampur Tiraha Bargi Hill 6.568 1362.569

Selecting feeder routes

Normally, when a BRT system is built, many of the traditional bus and paratransit routes are re-

moved from the corridor. The traditional routes generally operated both along the trunk corridor

and off the corridor. The first step in identifying feeder routes is to look at those traditional bus

and paratransit routes, and assign to feeder vehicles to those parts of the traditional routes that

are not along the new BRT corridor. The traditional routes, however, are unlikely to be entirely

optimal, and it is likely that new routes will need to be created using the data from the traffic

model. Just as the demand analysis from Chapter 4 shaped the location of the trunk-line

corridors, passenger demand profiles should also underpin feeder route selection. Both major

residential areas and secondary commercial roadways are typically the focus of feeder services.

For distances beyond 500 metres from a trunkline station, many customers will likely prefer a

feeder service. In most cases, the areas around the system's trunk terminals are a priority for

feeder services. The terminal location will likely be chosen in part due to the nearby passenger

capture area. Terminals are also the easiest place to facilitate transfers from feeder vehicles to

trunk line vehicles. However, intermediate feeder opportunities should not be ignored. Very often

secondary corridors that run perpendicular to the trunk corridor are fertile areas for customer

demand. In such cases, some form of an intermediate transfer station must be provided to

facilitate the feeder to trunk transfer. The location of feeder services may also be influenced by

social considerations. Low-income communities may be located in peripheral areas with poor

road infrastructure. Smaller feeder vehicles are likely the only option for a system to access such

areas effectively. The overall length of feeder services will depend upon demand patterns and the

relative population density of residential areas. The population density of a feeder area may be two to

four times lower than the population density along a trunk corridor. Since feeder services are

generally expected to deliver at least half of a system's ridership, the length of the total feeder routes

may actually need to be two to four times greater than the length of the total trunk corridors. The

physical shape of a feeder route will depend upon local street configurations and demand profiles.

However, in general, feeder routes tend to take upon one of these types of forms:



160

• Loop route

• Straight roundtrip corridor

• Combination of single corridor and loop route

Single corridor connecting two trunk corridors

12.4.6 The dangers of ignoring feeder services

Can a BRT system operate only on major corridors without any supporting feeder services? Some

cities have attempted to implement a busway system without providing either feeder services or

direct services into residential areas. Typically, this arrangement occurs when a city wishes to

implement a limited experiment on a major corridor during a BRT project's first phase. By doing so,

the municipality can avoid addressing many of the complicated issues related to existing informal

operators who service residential areas. The municipality can also avoid the complications related to

the integration of services. However, the results to date on such an approach have not been entirely

positive. Jakarta (Indonesia) inaugurated its TransJakarta BRT system in January 2004 with an initial

Phase I corridor of 12.9 kilometres. The system in this corridor consists of a single-lane median

busway. The corridor is largely composed of business and shopping oriented destinations with few

residential origins. The municipality tried to designate some pre-existing privately operated

perpendicular routes as official feeder buses, and to give these bus passengers a discount on the

BRT system, but the discount tickets were not honoured by the private bus operators, leading in

effect to a 'trunk' system without a 'feeder' system. The city also elected to allow the existing bus

operators to continue operating in the mixed traffic lanes. While the system enjoys popular support

and significantly reduces the travel time for trips along the corridor, it poorly serves many other

transit passengers using the corridor. The limited BRT system carries 65,000 passengers per day

and about 3,000 passengers per hour per direction at peak times. The continued operation of the

existing operators in the reduced confines of the mixed traffic lanes has also exacerbated overall

traffic congestion levels. As the system expands, these problems will be reduced, but a system of

feeder buses would certainly have significantly increased demand and reduced mixed traffic

congestion. Jakarta's experience with the first phase of the TransJakarta system provides several

lessons regarding the importance of feeder services and coordination with existing services. The

lack of feeder services has created three troubling outcomes in Jakarta:

• Mixed first impression of BRT;

• Insufficient demand for a financially-viable BRT system;

• Increase in overall congestion levels.

While initial reaction to Jakarta's Phase I was mixed, many negative articles in the press and much

consternation from private vehicles users could have been avoided.

12.5 ITS AND PASSENGER INFORMATION SYSTEM, TRAFFIC INFORMATION CENTRE

A planned development and deployment of Intelligent Transportation System in a developing country

like India will greatly help in meeting the transportation challenges further touching the world-class

mobility services.



161

Intelligent Transportation System integrates Information technology, communications (wireless, etc)

and location (GIS, satellite navigation) based technologies into roads, vehicles, traffic and transport

management systems. ITS ensures more informed travelers, planners, managers, buses and

commercial vehicle operators, emergency response services, etc, thereby facilitating safety, equity,

efficiency and environmental protection.

ITS is not a set of technologies and services that accrue more benefit to people who can pay more, in

fact it helps plan and manage safer mobility for pedestrians, cyclists and vulnerable groups; as well as

more reliable and dependable public transport services.

12. 5.1 PITS (Public Intelligent Transport System):

PITS technologies are a collection of technologies that increase the efficiency and safety of public

transportation systems and offer users greater access to information on system operations. The

implementation of PITS technologies is transforming the way public transportation systems operate,

and' changing the nature of the transportation services that can be offered by public transportation

systems. The goal is to provide public transportation decision-makers more information to make

effective decisions on systems and operations and to increase traveler's convenience and rider ship.

PITS teahnologies can be organized into three broad categories that describe the technologies

relevance to transit applications. Each category is comprised of a variety of technology choices that

are available to help transport agencies and organizations meet traveler's service needs while

increasing safety and efficiency.

The three PITS technology categories are:

A. Fleet Management Systems (FMS)

� Communication Systems (FMS)

� Automatic Vehicle Location Systems

� Transit Operations Software

� Geographic Information Systems

B. Passenger Information System (PIS)

� Pre-Trip Transit Traveler Information Systems

� In-Terminal/ Wayside Transit Information Systems

� In-Vehicle Transit Information Systems

C. Electronic Payment Systems (EPS)

� Smart Cards

� Fare Distribution Systems

� Clearinghouse

12.5.2 Road Way Application Design:

12.5.3 Automatic Vehicle Location (AVL) Systems

AVL systems are computer-based vehicle tracking systems that function by measuring the real-time

position • of each vehicle and relaying the information back to a central location. They are used most

frequently to identify the location coordinates of vehicles in order to better satisfy demand. They also

serve to provide location coordinates to respond to emergency situations.

AVL systems are based Global Positioning System (GPS);

� The benefits of A VL include:

� Improved dispatch and operational efficiency;



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� Improved bverall reliability of service;

� Quicker responses to disruptions in service, such as vehicle failure or

� Unexpected congestion;

� Quicker response to threats of criminal activity (via silent alarm activation by the driver); and

� Extensive information provided at a lower cost for future planning purposes

12.5.4 Transit Operations Software

Data collected from vehicle-based fleet management systems is relayed to centralized computer

systems and is made useful by transit operations software.

The software helps the operator monitor the fleet's performance in meeting demand, identify

incidents, manage response, and restore service more effectively.

Para transit operations software and reporting systems integrate applications such as passenger

registration, automatic geocoding, mapping, real-time and batch trip scheduling, dispatching and

brokering for multiple carriers. These systems often use a GIS platform that assists in optimizing route

planning, and can be combined with an AVL system.

12.5.5 Traffic Signal Constant

The development of a BRT system can also present a unique opportunity to upgrade the traffic

signal technology along the same corridor. A new BRT system will imply several changes that

will affect traffic signal technology.

These changes include:

• New priority treatment for public transport vehicles;

* Bus Rapid Transit - Planning Guide 2007

• New exclusive lanes;

• New turning movements for public transport vehicles;

• New restrictions on private vehicle turns. These options have already been presented.

With new electronic signalling technologies and software programmes now available, an upgrade

of the traffic signal system should be integrated into the BRT planning process. The appropriate

synchronisation of traffic lights often does not currently exist in developing cities. A readjustment

of phase lengths and synchronisation should be undertaken with a special focus on smooth

public transport vehicle flow. Some type of priority for buses can be introduced, such as "green

extension" or "red shortening". In these options vehicle detection, either using the GPS or fixed

detectors (e.g., transducer), is required at the intersection. Information on arriving buses is given

to the signal controller, which can increase the green time or shorten the red time not to stop the

buses. Green extension or red shortening is limited to by certain limitations so as to not affect

signal synchronisation and the overall performance of the signal network. An extreme priority

measure is signal pre-emption, where the signal turns green or remains green if a public

transport vehicle is approaching. Pre-emption is quite commonly used in conjunction with priority

for emergency vehicles.

Passengers have had to rely on a bus schedule (timetable) which, through generally giving an

expected time of arrival based on averages, does not overcome the anxiety of passengers waiting for

buses PIS in the public transport context, use GPSJA VLS and GIS technology to provide.

12.5.6 Bus Application Design:

The system described receives the vehicle location information from a GPS every second. The output



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of the GPS is processed. The PITS is pre-loaded with the co-ordinates of the bus stops on the route of

a bus. The solution calculates in real-tike the distance between the bus stops and the current location

of the bus. The bus is then assumed to be at or near a bus stop if this distance is less than a given

constant. The LED corresponding to the current bus stop is then flashed to indicate the current

location of the bus.

The display could be used as follows.

On-Board Information helps passengers to have the information of the next bus stop to be served.

Besides this it may include information of the destination and possible connections to other bus lines.

Onboard information will decrease the stress of missing the right bus stop for those passengers who

are not every-day users of that specific bus lane.

12.5.7 Bus Station Application Design:

Dynamic Bus Stop Display is often the most prominent equipment of passenger information systems.

They will give passengers the real-time information of the next bus arrival. This service will highly

improve the conditions of the journey because it will decrease the uncertainty and discomfort of the

waiting for the bus and minimize the waiting time by enabling some last minute shopping without fear

of missing the bus.

12.5.8 Fare Collection System:

The method of fare collection and fare verification has a significant impact on the operational

efficiency of the BRT system, the ability of the system to integrate routes with each other public

transport system, and the fiscal transparence of the system.

Critical design regarding

� Operational plan for the fare collection system;

� Fare policy and fare structure;

� Institutional structure of the fare collection system has to be taken by JCSTL

12.5.9 Operational plan for the fare collection system:

Efficiency fare collection system technology can significantly reduce boarding and alighting time, but

also time queuing to purchase tickets and clearing turnstiles.

12.5.9.1 Off board payment system:

The decision to collect and verify fares on or off board will have a significant impact on the potential

passenger capacity of the system. Off board fare collection and verification reduce the line delays that

generally accompany on board payment.

12.5.9.2 On-Board fare Verification:

In such system, very little actual fare verification is conducted. Occasional checks by public transport

staff are done to control fare evasion. The actual payment of the fare is largely reliant on the public

goodwill and over all will ingresses to comply. From the fare payment point onwards, the costumer

proceeds directly to the public transport vehicle without inspection.

One of the main advantages of proof of payment fare system is that it allows one to avoid the

construction of a closed entry station. No physical separation between the station and the out side

area is necessary.

The main disadvantage of such a system is that the usually result in some revenue loss.

The kind of system also requires a large frame work that allows verification staff (that usually are not



164

police staff) to have defacto police power in the collection of penalties from violators, and a procedure

for collecting when the passenger dose not have the money to pay the fine.

12.5.10 Fare policy and fare structure:

It is critical that the fare policy and the fare structure for the BRT system be selected before the fare

technology is selected. In general there are five types of fare structures:

1. Free fare;

2. Flat fare;

3. Zonal fare;

4. Distance-based fare;

5. Time-based fare.

At Jabalpur JCSTL has appointed “District Based Fare” structure charge a tariffin relation on the

number of Kilometers travels pay more than someone traveling just a short distance.

12.5.11 Institutional Structure of the fare collection system:

Intuitional arrangements for the fare collection and verification system vary widely from system to

system, with different benefits and risks. Most system have the following components.

� The manager of the money (Usually a bank or money manager);

� The equipment provider.

� The Fare provider;

� The fare system operator;

� The public transport authority or its present agency;

12.5.12 Technological elements of a fare system:

Normally, the physical equipment of the fare system consists of the following:

1. Payment medium

The payment is usually cash, tokens, paper tickets, magnetic strip cards or smart cards.

2. Point of Scale (POS) terminals

These terminals are cash points where a tickets, token, magnetic cards, or smart cards

can be purchased or value can be added in to an existing cards.

3. Value-deduction terminal

These terminals are usually terminals and/or card readers

4. Central Computers

The central computer is the repository of the various information streams; the central

computer is typically connected to the point of scale terminal and the value-deduction

terminals via a telecommunication and/or GPRS link.

12.5.13 Traffic Information System:

Information at Home/Office is mainly pre-trip information about routes, connections, fares and

timetables. Some real-time information as the next bus arrival time at a chosen bus stop can be

found. Portable Information Equipment as mobile telephones or hand-held terminals can be used to

give information for passengers before or during the journey. This area is developing very fast e.g.

with WAP based communication. It will give, in future, all kind of possibilities for a user to specify the

information he or she actually needs.

12.5.14 Proposed PITS at JCTSL

The primary purpose is to maintain and monitor information thereby enhancing the performance



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JCTSL services and commuter satisfaction. The focus of Pits is to automate the JCTSL's operations

utilizing a GPS based vehicle Tracking & GIS based monitoring System and thereby improve the

mass transport services. This will provide efficient utilization of fleet and hence, reduce the cost of

operations. This will also help corporate management in Introducing new routes and planning. In this

process it is able to provide better transport services to the commuters and is reducing the cost of

operation directly & indirectly and therefore contributing in the improvement of the national economy.

12.5.15 Other Information System:

Once the information of vehicle location and schedule compliance gathered, there are many

alternatives to carry the arrivals information for passengers. As telecommunication technologies

advantages there are opportunities to provide passenger with data via kiosk, Internet, SMS, wireless

PDAs and so on. Passenger can plan tripps from home with scheduling and real time information, or

just ask via cellular phone or wireless PDAs, when a public transport vehicles is arriving to given

location.

12.5.16 System Management Plan:

JCTSL has established on BOT Basis, a center that allows service and passenger access

supervision. Each bus is equipped with a Global Positioning Satellite system and a processing unit

that reports its location every 10 seconds. It is proposed to upgrade the current system capabilities so

that control center also receives information from turnstiles that report the number of passengers

entering and leaving the system. Supply of buses and service demand will then be coordinated, and

contingencies managed in real time. Further, Passenger Information System (PIS) is also being

developed where in the passenger will get the estimated time of arrival of buses at bus stop on 6' by

2' LED screens. The revenue generated through advertisements on screens and bus stops will

support system. The PITS details are as under:

12.5.17 Physical and IT Infrastructure Development and Operation:

12.5.17.1 Physical Infrastructure Cost:

S. No

Items Cost in

Lacs per

Unit

Unit Reference

No.

Quantity

Requested

Cost

Lacs

1. Fare Collection Reader Station No. No. of

Station each

type

i) Smart Card System

(4 Reader Per Station)

5.0 Per Station 100 100 500

ii) Magnetic Strip System

(4 Reader per station)

3.50 Per Station 100 - -

iii) Coin Based System

(2 reader per station)

0.75 Per Station 100 - -

2. Fare Collection

turnstiles

Station No. No. of

Station with

turnstiles

i) Rotating turnstile

(4 turnstiles per station)

3.50 Per

turnstiles

100 - -



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ii) Gate – arm turnstile (4

turnstiles per station)

1.40 Per turnstiles 100 100 140

3. Fare registering unit /

vending machine

Station No. No. of

Station with

machine

-

i) Smart Card System 7.50 Per machine 100 100 750

ii) Magnetic Strip System 5.00 Per machine 100 - 0

iii) Coin Based System 0 Per machine 100 - 0

4. Fare media Card No. Card No.

i) Smart Card System with

micro processing ability

2.00 Per 1000

card

500000 1000

ii) Smart cards w/o micro

processing ability

0.60 Per 1000

card

- -

iii) Coin Based System 0.025 Per 1000

card

- -

5. Fare system Software Software

No.

No. of

software

i) Smart Card System 250.00 Per software 1 1 250

ii) Magnetic Strip System 150.00 Per software 1 - -

iii) Coin Based System 50.00 Per software 1 - -

6. Intelligent

Transportation System

(ITS)

No. of

Station /

inters.

No. of station

/ inters

i) No. ITS operation 0 Per station 100 50 -

ii) Green light phase 10.00 Per 100 100 1000

iii) Real-time information 3.75 Per station 100 100 375

iv) Board band service 0.38 Per station 100 -

Fare system and ITS

Sub-Total 4053

The operation of ITS is proposed type managed with sequence generation from advertisement etc. on

information successes etc.

CHAPTER- 13

ROAD NETWORK DEVELOPMENT PLAN

13.1 Hierarchical Road Network

National Highway No.07 cuts across the city from North to South. This road is encroached and highly

congested, forming one of the principal arterial roads of the city.

A bypass branches off from N.H.-07 in the North and runs all the way to the South-west, crossing the



167

state highway and reaching N.H.-07 once again. The road network is constrained by a railway line that

runs along the central ridge of the city.

The Jabalpur Development Plan -2005 calls for some major upgradation of the road network in the

areas between core city and the newly formed bypass road. These roads would serve to improve

connectivity significantly and help in connecting to the development growth that is taking place in this

area. All the proposals are scrutinized and good no.of proposals are now proposed for implementation

in JNNURM projects which includes Byepass, Major roads and Sector roads.

(1) National Highway and Bypass road(R-1):

(i) Construction of Mandla Bye Pass (Tilwara Ghat Brigde to Gour River via Gwarighat)

(ii) Construction of Kundam Bye Pass

. Key components are:

Sl no. Discription of roads R.O.W.(m)

1 Outside the City limits 55-60

2 Gorakhpur railway crossing toAjad chowk 18-24

3 Bhantalaiya to Byoharbagh 24

4 Madan Mahal chowk to Bedinagar petrilpump 30

5 Bedinagar petrolpump to Tripuri chowk 36

6 Other Road section 36-40

(2) State Highway and Other Regional roads(R-2):

Sl.no. Roads Width within

the city

limits(m)

Outsides the

city

limits(m)

1 Mandala marg

30-35 40

2 Damoh Marg

30-45 45

3 Patan Marg

30-45 45

4 Kundam Marg

24-40 40

5 Old Mirzapur Marg

24-40 -

6 Gorakhpur Railway crossing to Gwarighat

24-30 -

7 Agricultural College (Adhartal) to Gwari Ghat

Agriculture college, Damoh Naka chowk, Ranitaal

Chowk, Madan Mahal Station, Chhoti lin Crossing,

50-60 50-60



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Rampur Tiraha and Gwarighat.

8 Tilwara Ghat to Khamaria

Medical College, Madan Mahal, Shastri Bridge,

Bus Stand, Naudra Bridge, Chandan Van,

Highcourt, Ghamapur Chowk, Katchghar chowk,

Satpulla, Ranjhi and Khamaria

50-60 50-60

9 Gour Bridge to Railway Station (Railway

Bridge No.4)

Empire Talkies, Kairab Guest house, Railway

Bridge No.- 2, Collectrate Chowk and Railway

station

50-60 50-60

10 Karmeta To Damoh Naka

Via Deen Dayal Chowk

50-60 50-60

11 Deen Dayal Chowk to Nagar Nigam Chowk

Ahinsha Chowk (Vijay Nagar), Ukheri Tiraha,

Labours Chowk, Ranitaal Chowk, Malya Chowk

50-60 50-60

12 Raddi Chowk to Ghamapur Chowk 50-60 50-60

13 Maal Godown to Rani Durgawati University

Rly. Bridge NO.-1, Allahabad Bank Chowk,

Science College.

50-60 50-60

14 Chandanvan to Bandariya Tiraha

Chandanvan Tiraha, Bridge No.3, Shivaji ground,

Katanga Tiraha and Bandariya Tiraha

50-60 50-60

13.2 Primary Arterial Roads (A.R.P.) Construction/ Improvement:

These includes major city roads carrying heavy traffics and connecting sub divisions , Major work

centre , Important Health centres, and Educational centres

PROPOSED PRIMARY ARTERIAL ROAD (50 M.wide) (including Foot path,

central verge, drain, street light)

1 ARP-1

Katni bye pass to Kundum bye pass, Via Maharajpur, Richai, Madai, Mohnia

2 ARP-2

Katni bye pas to ARP4 at Kundum

3 ARP-3

NH-7 Adhartal to ARP-3 at Amkhera

4 M.R.-4

Katni bye pass to NH-12 via. Mahara jabalpur, Amkhera, Kachhpura, Garha,



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Narsinghpur road NH-12

13.3 Secondary Road Construction/ Improvement:

13.3.1 Sector Roads (S.R.):

* PROPOSED SECTOR ROAD (30 M. wide) including Footpath, Central verge,

drain, street Light

Connecting Roads between ARP & Bye pass

1 SR1

2 SR2

3 SR3

4 SR4

5 SR5

6 SR6

7 SR7

8 SR8

9 SR9

13.3.2 Other Roads:

Sl.no. Discription of roads

Roads of 24-30 m R.O.W.

1 Collectrate to R.D.V.V. via Science college

2 Katinga Tiraha to Gwarighat

3 Medical Tiraha to Byepass via Dhanvantari nagar

4 Damoh Naka to I.T.I.

5 Ghamapur chowk to Katinga Tiraha

6 I.T.I. to Byepass via Shukh

7 Circuit house to Gour river

Roads of18- 24 m R.O.W.

1 Chandanvan to Teenpatti chauraha

2 Chhotiline fatak to Bandariya tiraha

3 Circuit house to Russel chowk

4 R.D.V.V. tiraha to Robertsganj via Lohiya Bridge

5 Ghamapur chowk to ranjhi via kanchghar

6 Madan Mahal chowk to Madan mahal thana

7 Railway bridge no. 1 to Kairab guest house

8 Gohalpur police station to Amkhera

9 Adhartall to Sobhapur railway crossing



170

10 Amkhera to Byepass

11 Ambedkar chowk to Railway bridge no.1

12 Ghamapur chowk to Raddichauki

13 Madanmahal railway station to Ranitall Hanuman Temple

14 Baldev bagh to M.R.4 Ukeri road

15 Ravindra tiraha to Amkhera


1 Rampur tiraha to Bergi Hill via Shakti Bhawan

2 R.D.V.V. to Dumna airport

3 Russel chowk to Bus stand via Krishna hotel

4 Shastri bridge to Madan Mahal station

5 Russel chowk to Shastri bridge via Jabalpur hospital

6 Sharda chowk to Sainik society

7 Damoh naka to Khemrai via chhota fawvara

8 Corporation chowk to P&T gate no.3

9 Ghamandi chowk to Ranitall via Garha Fatak

13.4 Intersection and Flyovers, R.O.B’s. & R.U.B’s.

At present 3 R.O.B's, 2 R.U.B's and 3 level crossings provide access across the railway line. Of the

three ROB's, Two are widely used. The two RUB's have low vertical clearance, thus heavy vehicles







To avoid undue hindrance to traffic and to permit free flow traffic, Bridges on major roads are

necessary .The following Projects have been proposed to be taken up in phased manner :

* DEVELOPMENT OF SUB WAY

1 At Mal Godam near Rly. Station

* CONSTRUCTION OF BRIDGE OVER RIVER NARMADA

1 At Gwariqhat

CONSTRUCTION OF RAILWAY OVER BRIDGE

1 Shobhapur Vehicle Estate railway Crossing

2 Gorakhpur choti line Railway Crossinq

3 Madan Mahal Railway Station

4 Chhotiline Crossing near Gwarighat

* WIDENING OF RAILWAY UNDER BRIDGES



171

1 Railway Bridqe No.1 (Under Bridqe)

2 Railway Bridge No.2 (Under Bridge)

3 Railway Bridge No.3 (Under Bridqe)

4 Railway Bridqe No.4 (Under Bridge)

5 Shastri Bridge (Over Bridge)

6 Satpula Bridge (Over Bridge)

7 Garoha Bridge (Over Bridge)

* CONSTRUCTION,WIDENING AND REHALBITATION OF EXISTING BRIDGES

OVER NALA

BRIDGE WIDENING ON OMTI NALA

1 Ghamapur

2 Chhoti Omti

3 Ghantaghar

4 Naudra Bridge

5 Nav Bharat Press

6 Prabhat Bridqe

7 Madan Mahal

8 Sneh Nagar

* CONSTRUCTION OF NEW BRIDGE ON OMTI NALA

1 Nav Adarsh colony

2 Kachnar City Vijay Nagar

3 Wright Town

4 Lohiya Bridge Near MLB School

* CONSTRUCTION OF FLY OVERS

1 Khermai to High Court Via Ghamapur Chouk

2 Damoh Naka

3 Ranitaal chowk

* DEVELOPMENT OF ROAD INTERSECTION

1 Ranital

2 Raddi Chouki

3 Ghamapur

4 Hiqh Court

5 Naudra bridge

6 Nagar Nigam

7 Shastri Bridqe

8 Level Crossing

9 Madan Mahal

10 Katnqa

11 Nagrath Chouk

12 Karamchand Chouk

13 Malviya Chouk



172

14 Badi Omti

15 Ghantaghar

16 Malgodam chouk Opp. S.P. Office

17 Ambedkar Choraha

18 Tripuri Tiraha

19 Medical Tiraha

20 Aga Chouka

21 Labour Chouk Near Sneh Naqar

22 Gulaua Chouk

23 Dhanwantri Nagar Chouk

24 Bandariya Tiraha

25 Ranmpur Tiraha

26 Baldeo bagh chouk

27 Bada Fowara

28 Chhota Fowara

29 Tularam Chouk

30 Darshan Tiraha Ranihi

31 Vehicle Factory/Filtration plant tiraha

32 Adhartal Tiraha

33 Goutam Ji ki Madiya Tiraha

34 Tyaab Ali Chouk

35 Income Tax Chouk

36 Shiva Ji Chouk Madan Mahal

37 Gohalpur Police Station Chouk

38 I.T.1. "Y" Junction

39 Bada Pathar Ranjhi

40 Sai Baba Chouk Civil Lines

41 Russel Chowk

CHAPTER- 14

NMT FACILITY IMPROVEMENT PLAN

As per National Urban Transport policy we have proposed features for non motorized transport & Pedestrian

facility improvement.

NMT feature improvement plays an important part in pedestrian safety as well as it is adjacent to Pedestrian

lane & there are stray chances of pedestrian sharing the NMV lane or vice versa. Also at certain places due to

reduced ROW pedestrian & NMV lane can be merged to form a single lane

14.0 Strategy for NMT Facility Improvement:

The Urban Transport Policy for India clearly recognizes the importants of NMV while layingdown

guidelines for providing Public Trandport System .The key Guiding principles for providing NMT

facilities as per NUTP are –



173

(i) Safety: To maximize the safety of users in relation to other road users as they have a high degree

of vulanerability.

(ii) Coherence: Form a coherent and continuous network linking all O & D points for users, and not

adhoc facilities that end abruptly.

(iii) Directness: Form a direct route from Origin to Destination without significant detour that will

cause the users to ignore the facility.

(iv) Attractiveness: Plan and implement NMT facilities to make NMT travel attractive.

(v) Comfort: Ensure a smooth, Quick and Comfortable flow of NMT traffic without excessive

gradients or uneven surfacing.

14.2 Pedestrian Facility Improvement

Pedestrian paths will be located between the NMV track and the service lane or building boundary, on

both sides of the carriageway. The elevation of pedestrian path from the MV lane will not be more than

0.15m. A minimum width of 1.5 m for Pedestrian’s path has been adopted as per highway Capacity

Manual (2000) and Transport Reasearch Board (TRB) United States specifications.

14.2.1 Design Specification for Pedestrian Path

Sl. Title

Specification

1. Location Pedestrian paths will be located between the NMV track and the service

lane or building boundary, on both sides of the carriageway. The elevation

of pedestrian path from the MV lane will not be more than 0.15m.

2. Entry/Exist All pedestrian infrastructures will be barrier free for all. It will be paved

using adequate tactile pavers for blind, with warning blocks laid carefully

at all entrance/exits (openings to side lanes, parking and pedestrian

crossings) to the pedestrian facilities. All entry exist points will be

accessible by wheelchair with a maximum slope of 1:12.

3.

Size of lanes

b. Width The minimum clear width of the pedestrian path will 1.5m. However the

width of pedestrian paths is dependent on pedestrian volumes at a

particular location. The following table will be used to provide adequate

width of pedestrian path.

Effective capacity for width of pedestrian paths:

Effective width of footpath (m) Effective capacity as per LOS C

in persons per/min counted



174

(averaged over 15min.

1.5 23-50

2.5 58-83

3.5 81-116

5.0 115-165

� Where road right of way is constrained, pedestrian paths can be

combined with service lane/and is textured in pavers indicating

pedestrian use and right of way and it is at the same level as

pedestrian infrastructure to maintain a continuity of the pedestrian

path. The speeds of vehicles on all such mixed lanes will be

controlled by the use adequate texture are traffic-calming devices.

� At locations where right of way widths do not permit segregated

bicycle tracks, bicycle track may be combining with pedestrian

path (with a total minimum width of 2.0m) for short stretches. The

level of this stretch (10 to 40m long) will be name as carriageway

and will be segregated from MV lanes using a row of Boland with

a clear gap of between 1.25 to 1.3

� Continuous segregated-unless at stretches where severe

constriction of right of way rules out the possibility of segregated

tracks. At such locations visual continuity of cycle tracks will be

maintained using texture and pavement markings.

� Pedestrian paths will be shaded And space for service providers

(hawkers), benches, street light and poles etc, will be provided

outside the pedestrian path, the edge for which will be clearly

defined.

� Disabled and general public alike will be provided benches for

disabled along the pedestrian path of use. The spacing of such

facilities will be between 180 to 360 m., based on the table shown

below.

� Table Cumulative percentage of mobility impaired people

observed to be unable to move more than the stated distance in

city centers without rest.

18m 68m 137m 180m 360m

Wheelchair Users 0 5 5 60 85

Visually Impaired 0 0 5 50 75

Ambulant Disabled with

walking aid

10 25 40 80 95

Ambulant Disabled without

walking aid

5 15 25 70 80

4. Edge

Treatment

Segregation from NMV Paths:

� NMV lanes will be visually and physically segregated from



175

pedestrian paths to make a clear distinction between the areas to

be used by each user.

� Pedestrian paths will be preferably raised from the NMV lanes by

25 to 75mm. The edge could be maintained by curbstones which

remain flushed with pedestrian path paving.

� NMV lanes can be combined with pedestrian paths at locations

where the right of way is less than 28 to (at stretches with bus

shelter) 25m (at stretches without bus shelter). Such stretches ill

preferably not be longer than 40m. At such locations no visual of

physical edge need to be defined between pedestrian paths and

NMV lanes.

� At locations where providing service lane is advisable and

limitations of right of way land to combining of service lane

parking and pedestrian facilities such as the level of service lane

is raised to 0.15m above the carriageway level and approx 25 to

75mm above the NMV lane level the bicycle track will be

segregated from the service lane using bollards benches planters

etc. with a dear gaps of between 0.45m to 0.65m and a maximum

permissible height of 0.65m.

� Segregation from Service/parking lanes

� Pedestrian paths will be on both sides of the service lane and

they will be 0.10 to 0.15m above the level of the service lane.

5. Surface

Quality

Pavement pattern, texture and colour of pedestrian paths will be used to

define a clear pedestrian right of way and to emphasize its directness and

continuity. The walking surface will be as free from surface irregularities to

prevent tripping against raised edges.

6. Slops Cross slope for drainage: -

Minimum pavement cross slope of 2 percent adequately provides for

drainage.

Sloping in the direction of curb drain and gutters will be ensured. Smooth

surface is essential to prevent water ponding.

Table 12: Permissible Longitudinal Grade and length for Pedestrian path

and wheel chair ramps (a landing minimum 1.5m long is recommended

after this length) 10.

Length Ramp (in

meters) Maximum gradient

2 1:12

5 1:15

10 1:2



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14.3 NMV Facility Improvement.

14.3.1 Cycle and Rickshaw Tracks Segregation

Cyclists occupy the curbside lane in a mixed traffic situation. They share this lane with transport and

goods vehicles, buses and three wheeled scooter taxies, leading to the risk of serious accidents.

Thus cycle track segregation is required on all roads with maximum speeds more than 50 km/h

according to all international design guidelines. Cycle track segregation also helps in improving the

traffic flow of other motor vehicles. Even a low cycle volume prevents motorists from using the

curbside lane of the carriageway, as the speed differential between the two makes maneuvering

between the cyclists almost

Conclusion: A segregated bicycle lane is mandatory on all roads with peak speeds of more than 50

km/h. This not only improves bicycle safety but also eliminates friction with motor vehicles improving

its throughput.

Ideal width

Passenger and goods cycle, rickshaws and handcarts also use cycle tracks also along with the

cyclists. The width used by each is as following:

Bicycle - 0.75m

Passenger cycle rickshaw - 0.95m, Goods Cycle Rickshaw- 1.20m

Based on these the minimum and the comfortable width required to allow two way traffic are given

in table 14.1.

Table 14.1 Width of cycle track with respect to its usage

In case of cycle volumes are more than 5000 cyclists per hour (for both direction traffic) cycle tracks

width should be wider than 3.0m may be required. However for lower volumes it is not advisable to

have Widths of cycle tracks less than 1: 5m or more than 2.5. A lesser Width will discourage bicycle

use a higher width would encourage encroachment by other functions such as parking and through

two wheeler traffic.

Conclusion: Width of segregated cycle tracks may vary from 1.5m to 2.5 m depending on bicycle

S.No. Used by Min. Width Comfortable

Width

1. Bicycles 1.5m 1.8m

2. Bicycles and Passenger Rickshaws 1.8m 2.0m

3. Bicycles and Goods Rickshaws 2.0m 2.2m

4. Passenger and Goods Rickshaws 2.2m 2.5m

5. Heavy Goods Rickshaws traffic 2.5m 3.0m



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traffic and site constraints.

Ideal location

Cyclists are mainstream commuters. They seldom trust lanes or paths, which are away from the

carriageway or likely to be poorly maintained, terminate suddenly. Hence the cycle path will be at

similar level as the carriageway and visually and physically close the motor vehicle lanes. The

cyclists will have an option of joining the main carriageway whenever he/she wishes.

Conclusion: Cycle path will be provided adjacent to the motor vehicular lanes, segregated by a

median, which is mountable by the cyclists.

Material:

Cycles and cycle rickshaws 'do not have shock absorbers. It is therefore advisable to provide

smooth riding surface to the cyclists. However surfacing material such as asphalt requires frequent

maintenance, because of its width (narrower than a Motor Vehicle lane) is difficult as it restricts the

use of pavers. It is therefore advisable to pave the cycle lanes In cement concrete with minimum

vertical and horizontal difference between slabs at joints to be within permissible comfort levels.

Conclusion: Cycle tracks will be constructed in cement concrete, where they are narrower than 3.5m

in widths.

14.3.2 Design Specification for Non Motorized Vehicular (NMV) Lanes

Sl.

No.

Title Specification

1. Location A single path for non-motorized vehicles such as cycles and cycle rickshaws will

be provided between motor vehicle lanes and the pedestrian path for each

direction of traffic on both sides of the road and is will preferably be 50 to 100mm

above the carriageway level.

Entry/Exit � NMV lanes need to be punctured at the junctions and at entrance to

properties/ side lane or access to service lane to allow access by

cyclists and cycle rickshaws.

� Bollards will be used at all entry and exit points to cycle (track with 1. 25

m to 1.3 m as the clear distance between there as 1.25 m and a

maximum height of 0.65m, to prevent encroachment by motor vehicles

and TSRs.

� At all entrance/exit points to NMV tracks other than those at signalized

intersections, the entrance exit area will be raised to a level of 0.15m

above the. Carriageway, and accessed by a ramp with a maximum

slope of 1 to 10 from all sides.

At junctions (on the after side of the junction), the segregation between NMV and

MV lane will be setback by a minimum of 30m. Independent bollards or

curbstones spaced at an interval of 1.5 to 20m will be used to define the cycle

path for this length. This would give the cyclists (released in groups after each

red light) the flexibility to enter the NMV lane along the edge. If the entrance IS

congested by slow moving rickshaw traffic.

3 Parking High parking demand exists for cycle rickshaws, which ply on main roads a



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serve as feeder service to public transport. The specifications for providing

cycle rickshaw parking along BRT corridor shall be as following:

Cycle rickshaw parking will be provided adjacent to cycle tracks (at the same

level) as 1.5m to 2.5m deep bays (for parallel or parallel or perpendicular

parking) near pedestrian crossings, bus shelters, important nodes, and

landmarks attracting heavy pedestrian traffic; or wherever existing demand is

observed.

� Cycle rickshaw parking will be close to pedestrian crossings at

intersections preferably on the 'on side' of the junction.

� The capacity of cycle rickshaw parking will be as per existing demand at

that location.

� Cycle rickshaw parking will include, features such as sign.

� Boards, light poles, stands, rails (for locking bicycles) etc.

4. Size of

lanes

Clear width of NMV lanes will preferably be 2.5 m. Where road right of way is

constrained, the NMV lane width can be reduced to 1.80 m. In case of severe

constriction of right of way, NMV lane width can be reduced to 1.5m but this

width will not be consistent over large lengths of the lane. At locations where

right of way widths do not permit segregated bicycle tracks, bicycle track may be

combining with pedestrian path (with a total minimum width of 2.0m) for short

stretches. The level of this stretch (10 to 40m long) will be the same as

carriageway and will be segregated from MV lanes using a row of bollards with a

clear gap of between 1.25 to 1.30 m. At constrained right of way locations where

the combined minimum width of NMV lanes and pedestrian paths will be

between 2.5 and--3.5m, and the total length of the constrained stretch is not

more than 10m, the bicycle path may be raised using ramps with min. gradient of

1:10 to the level of the footpath for combining the two at both ends of the

constrained stretch.

Length Continuous segregated unless at stretches where sever constriction of right of

way rules out the possibility of segregated tracks. At such locations visual

continuity of cycle tracks will be maintained using texture and pavement

markings.

Edge

Treatment

Segregation from Pedestrian Paths:

� NMV lanes will be visually and physically segregated from pedestrian

paths to make a clear distinction between the areas to be used by each

user.

� Pedestrian paths will be preferably raised from the' NMV lanes by 25 to

75mm. The edge could be maintained by curbstones, which remain

flushed with pedestrian path paving.

� At locations where providing service lane is advisable and limitations of

right. of way lead to combining of service lane, parking and pedestrian

facilities such as fhe level of service lane is raised to 0.15m above the



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carriageway level and approx. 25 to 75mm above the NMV lane level;

the bicycle track will be segregated from the service lane using bollards,

benches, planters etc. with a clear gaps of between 0.45m to 0.65m and

a maximum permissible height of 0.65m.

Segregation from MV lanes:

� On streets where fast moving MV traffic is expected (i.e. peak speeds of

more than 50 km/hr) the desirable width to have O.5m segregation

between MV lanes and the cycle track.

� Such segregation will be created using curbstones with the maximum

height of the edge facing MV lanes as 0 .15m.

� In case of narrow road right of way the segregation between cycle track

and MV lanes will be reduced to a 0.15m high (from MV lanes). O.3m

wide, median. The level of the cycle track may be raised so as the

vertical edge from cycle track is only 75 to 50mm high

5. Surface

Quality

The surface of bicycle path will be in 100mm thick cement concrete with 200 mm

thick PCC base.

Gapes and

Joints

Joints and Utility Work

The quality of a bikeway's riding surface is important. Pavement surface

irregularities can do more than cause an unpleasant ride. Gaps between

pavement slabs or drop-ofts at overlays or patches parallel to the direction of

travel can trap a bicycle wheel and cause loss of control. Holes and bumps can

cause bicyclists to swerve into the path of motor vehicles. A single surface

irregularity in itself may not cause as much discomfort, as a group of continuous

irregularity in itself may not cause as much discomfort as a group of or

continuous irregularities. Bicycle pavements will be at least as smooth as the

adjacent road or bicyclists may not use them. The two types of hazards, which

are classified as surface irregularities, are cracks and projections. Cracks are

generally normal fissures such as the gap between two slabs of pavement.

Sinking drainage grates or crude patch jobs may cause projections. They are

further classified as having a parallel or perpendicular orientation. Table 8 shows

maximum acceptable surface irregularities on bikeways.

Table: Maximum acceptable surface regularities on bikeways.

Orientation of

Irregularities

Cracks 1 Projections 2

Irregularities

Parallel 13 mm wide 10 mm high

Perpendicular 13 mm wide 20 mm high

1) Cracks/Fissures in the surface. Often found in hot mix asphalt surfaces or

between slabs of Portland cement concrete. 2) Projection abrupt rises in the

surface of the traveled way. May be caused by sinking drainage grates, crude

patching of the surface, and partial erosion of a layer of asphalt, pavement joints,

pedestrian ramp transitions, or root growth under pavement.



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To ensure that the riding surface is maintained at a level, which is smooth

enough for bicyclist's safety and comfort, the following guidelines will be

followed.

1. Locate public utility installations such as manhole covers, drainage grates and

grate chambers so that they remain outside of paths Inspect control joints on

paths.

2. Schedule regular maintenance to remove sand (including early removal of

sand left by winter sanding operations), earth and other matter that may

cause skidding.

3. Eliminate surface irregularities which may make riding uncomfortably

Bumpy or lead to drainage problems of cause.

Bicyclists to use the roadway instead of path.

Texture NMV track surface will be provided texture to allow for sufficient skid resistance.

The texture will preferably be parallel to cross slope for drainage and

perpendicular to bicycle movement, to prevent pounding on the track.

7. Slops Longitudinal Grade Length

5%-8% 240m

7% 120m

8% 90m

9% 80m

10% 30m

11+% 15m

Cross Slopes for drainage:

The recommended minimum pavement cross slope of 2 percent adequately

provides for drainage. Sloping in the direction of curb drain and gutters will be

ensured. Smooth surface is essential to prevent water pounding. Where

necessary, catch basins with drains will be provided to carry the intercepted

water under the path. Drainage grates and manhole coves will be located

outside of the travel path of users. To assist in draining the area adjacent to the

NMV track, the design will include consideration for preserving the natural

ground cover. Permissible Longitudinal Grade and Length Table:

Maximum grade lengths for bicycle paths with grades in excess of 5%7.



181

CHAPTER - 15

INTERMODAL FACILITIES

Mechanism to ensure viable and sustainable operations of busses based on viability analysis:

The bus routes has been designed & proposed as such so as to work in tandem with existing routes .i.e.

The existing routes acting as arterials or feeders routes or supporting the designated arterial or feeder

routes.This in itself will lead to increased economics viability & sustainability of transportation as different

modes of transport support each other.

Also

(i) JCTSL existing staff numbers and resources will be strengthened leading to major fortification of

viability & sustainability of BRTS operations.

(ii) Efficient land use by ensuring optional development of properties alongside corridors i.e.by

(iii) Increasing FSI of the properties

(iv) By developing properties to support passengers i.e. passenger oriented facilities like eateries,

ATM’s efficient parking space, convenience stores, medical stores.

(v) Government properties/land not being used can be rented to private companies.

Further to their means, PPP model has been proposed for lease of Government building ensuring

further recurring in- flow of funds .

(vi) The hoardings & adverts on Bus stops, terminals, busses & nearby building at designated places

will be rented out.



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(vii) Underground cable ducts alongside corridors leased out for a fixed tenure.

15.1 Bus Terminals and Depots

15.1.1 Bus Terminals

In systems utilising feeder services, the decision on where to terminate the exclusive busway

(i.e., trunk corridor) may depend in part on the availability of land for a terminal site. A terminal is

required to facilitate the transfers between feeder and trunk line operations. Additionally, depots

for vehicle parking and maintenance are normally located near the terminal site in order to

facilitate rapid and cost-effective entry of the vehicles into service. Given the relatively large

amount of land required for terminal and depot sites, property acquisition costs will likely be a

major part of the decision on where to locate the sites. Social considerations may also play a

role in the length of a corridor. If low-income communities at the city's periphery are to be

targeted for service for social equity reasons, then the corridor may be extended to cater to

these groups. Thus, while passenger demand will be a principal determinant, other factors such

as terminal and depot siting as well as social considerations, will also play a part in determining

the length of a busway corridor.

Typically, in MRT systems, terminals are the most important transfer points. They are normally

located at the end of each trunk corridor, and provide important transfers between trunk lines

and feeder bus lines serving surrounding areas. The design of the interchange facility should

minimise both customer and vehicle movements to the extent possible. Thus, the most likely

transfer points between complementary routes should be located closely together.

As both feeder vehicles and trunk-line vehicles will be staging at the terminal, the movement of

vehicles should be devised to avoid congestion. Most typically, feeder vehicles arrive on one

side of a platform area with trunk-line vehicles wait on the opposite side.

Other configurations are also possible. Feeder platforms may be placed in an area somewhat

separate from the trunk platforms. This configuration will likely imply that customers must walk

farther to access the trunk services. However, such a configuration may be necessary if the

number of feeder routes greatly exceed the number of trunk routes (and thus creating a

mismatch in terms of platform space). Also, such alternative configurations may also be

necessary due to the physical nature and layout of the intended site for the terminal facility

Terminals are usually the largest transfer facilities in the system, but the terminals also serve

other purposes. Space is typically made available for BRT vehicles to park in order to allow

service adjustments. Obvious adjustments are required between operating during busy peak

periods and non-peak periods. In other cases, the departure times for vehicles are carefully adjusted

in order to assure consistent headways.

The overall design of the terminal facility should seek to optimise fluid movements for both vehicles

and customers. Appropriate spacing should be created to allow vehicles to comfortably move in and

out of position at the stopping bays. Figure 11.96 provides a schematic of an entire terminal facility.

The terminal design must also take into account required turning movements of BRT vehicles.

Whether or not the facility is designed for fare free transfers will have a significant impact on the

facility's design. Fare-free transfers mean that passengers can move from feeder services to trunk line

services with our an additional fare.



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If an additional fare payment is required, then space must be given to fare collection and fare

verification activities. The physical division between the different fare areas must also be sufficient to

avoid problems with fare evasion.

Given the large numbers of passengers passing through terminal areas, design against crimes such

as pick pocketing should also be considered. Thus, measures such as security cameras may be

appropriate.

Terminals may also serve a range of customer service functions. Some of the provided facilities may

include information kiosks, lost and found offices, restrooms, and commercial establishments.

The architectural design of terminals can either mimic the style of the system's stations or take on a

different look. Terminal platforms are typically not enclosed with walls since entrance to the terminal

site is controlled from a distance. Terminal facilities in cities such as Bogota and Quito have high

ceiling designs with modern roof structures. The scale and style of these facilities imparts an

impression of importance to the customer and helps to instill the system's professional image.

Location of the Proposed Terminal

(A) Interstate Bus Terminal:

Existing ISBT located at Nagar Nigam chauraha is not adequate in terms of its bus handling

capacity, therefore it is necessary to have a new ISBT at Madhotall of approx.10 Hect. Area to

facilitate passenger access.However the existing bus terminal also needs upgradation.

(B) Regional Bus Terminal: The following Regional Bus Terminals are being proposed--

(i) Regional Bus Stand at Damoh Naka

(ii) Corporartion City Bus Stand & Dwarka Pradsad Mishra Bus Terminal

(iii) On ARP near Jabalpur pond

(iv) On ARP at Garha near Paraswara village.

(C) City Bus Terminals:

The following Bus Terminals are being proposed in addition to the existing main Bus

Terminal at Nagar Nigam chauraha.

(i). At Agriculture College

(ii). At Jhanda Chowk (Gwarighat)

(iii). At Tilwara Ghat

(iv). Khamariya

(v). At Gaur bridge

(vi). At Rani Durgavati Vishva Vidyalya (RDVV)

(vii). On Patan marg near Karmeta.

15.1.2 Depots

Depot areas serve an array of purposes including bus-parking areas, re-fuelling facilities, vehicle

washing and cleaning, maintenance and repair areas, and administrative offices for operators, and

employee facilities.

Depot location

Depots are generally, but not always, adjacent to terminals. Normally, the vehicle will enter the

terminal several times a day, but it will generally enter the depot only if it is being taken out of service,

either because it is a nonpeak period, because it is the end of the day, or because it is in need of



184

repairs.

Ideally, depots will be located at or adjacent to terminal facilities, so that depot parking can also be

used for BRT vehicles coming out of service for off-peak periods without having to travel a long

distance to return to a depot. Travel between the depot and terminal areas create" dead kilometers"

since fuel and other expenses are consumed without generating any passenger revenues. These

dead kilometers can considerably increase overall operating costs. Such separation can also create

service irregularities, especially if the BRT vehicles are delayed in mixed traffic congestion while

traveling from the depot.

However, since depots can consume considerable space, the location is often dependent upon the

economical acquisition of sufficient property. In some cases, sufficient land is not available near a

terminal site and any site acquisition can be quite costly.

BRT vehicles must not only travel a long distance from the depot in the morning and to the depot in

the evening, but must travel to depot parking during the non-peak periods. As an alternative to

locating the depot nearby the terminal, it is possible to increase the amount of temporary vehicle

parking at the terminal area or through intermediate parking facilities. However, again, there is often a

limitation on sufficient terminal parking to accommodate all the vehicles.

Terminals and depots for BRT may also be integrated with other transport facilities. This co-location of

urban and long-distance services holds benefits both to the customer as well as the private operators.

Customers are able to easily transfer from the long-distance services into the BRT system. The private

operators may also gain benefit in terms of any shared facilities with long-distance operators.

15.2 Bus –Rail Interchange:

Railway services are available from Madan Mahal station, Jabalpur city station, Haubagh, Adhartal and

Gwarighat railway station in the Jabalpur city. Accordingly,the city Bus Terminals at all of the above

locations are also being proposed which will act as a Bus –Rail interchange. At all these city Bus

Terminals following facilities for the passengers like retireing rooms, waiting rooms , reservration

counters electronic bus route displays etc. should be provided.

15.3 Park and Ride Facilities:

The location of the parking facility should be convenient to the station area. A long walk may

discourage usage from discretionary customers. In cities with frequently unseasonable weather

(wind, rain, strong sun), covered walkways in the parking area may be a worthwhile investment.

In some areas, it will be necessary to include security measures at the parking facilities. Security

measures such as an attendant or security cameras can be effective. If security is insufficient,

motorists will choose to use their private vehicle for the entire commute.

Whether motorists should be charged for parking at a park-and-ride facility depends on the

location of the facility and the set of incentives in place. Subsidising parking for higher income

motorists far from the city centre can be justified because it will encourage motorists to make a

long public transport Trip, reducing significantly the congestion and air pollution that would

otherwise have resulted from the trip. The closer the park-and-ride facility is to the city centre, the less

the social benefit, and hence the weaker the justification for a public subsidy.

15.3.1 Parking Policy – Existing and Proposed

Few policies are as emotionally charged for citizens as parking policy. Threatening to remove even a

few parking spaces to put in a BRT system may seem a daunting challenge to a politician, even if it



185

improves hundreds of thousands of public transport passenger trips daily. First world mayors have the

legal powers to regulate on-street parking, but most fear to use this power. In the Jabalpur, political

control over parking is generally not fully in the hands of mayors, but in the hands of the police, sub

municipal governments, or even local mafias.

A lot of parking is in private hands. Often government employees and the police themselves are

recipients of privileged access to choice parking locations and parking revenues.

Existing parking conditions in Jabalpur are generally far from optimal from almost anyone's

perspective. This situation creates the opportunity to use a BRT project to actually improve the

overall parking situation for motorists, even if the project itself needs to remove thousands of

units of on-street parking. While a mayor may choose to use the BRT project to actually reduce

total city centre parking in order to encourage public transport use and discourage driving, there

are technical tools available even for a mayor that does not want to reduce parking availability. In

either case, a technically sound parking plan is critical, and the mayor's office should prepare a

good public awareness and outreach campaign.

Table summarizes the various parking management strategies that better allow municipalities to

control public space and the growth of private vehicle use.

Table 15.1 Parking management strategies

S.No. Management Strategy Description

Strategies that result in more efficient use of parking facilities

1 Shared parking Parking spaces are shared by more than one user, allowing

facilities to be used more efficiently.

2 Regulate parking facility

use

More convenient and visible parking spaces are managed and

regulated to give porosity to higher-value trips, increase

efficiency and user convenience.

3 More accurate and

flexible standards

Reduce or adjust standards to more accurately reflect demand

at a particular location, taking into account geographic,

demographic and economic factors.

4 Parking maximums Establish maximum in addition or instead of minimum parking

standards to avoid excessive parking supply.

5 Remote parking Encouraging longer-term parkers to use off-site or fringe

parking facilities, so more convenient spaces are available for

porosity users.

6 Improving user

information and marketing

Provide convenient and accurate information on parking

ava6ab6ity and price, using maps, signs, brochures and

electronic communication.

7 Smart growth and

location efficient

development

Encourage more clustered, mixed, multi-modal, initial

development, which allows more shared parking and use of

alternative modes.

8 Improved workability Improve pedestrian condition to allow parkers to conveniently



186

access more parking fac6ities, increasing the functional supply

in an area.

9 Transportation

Management Association

Transportation Management Association are private, non-

profit, member-controlled organizations that can provide

variety of services that encourage more efficient use of

transport and parking resources in an area.

Strategies that reduce parking demand

10 Transportation Demand

Management

programmes

Versus strategies and programmes can encourage more

efficient travel patterns, which, reduces automob6e trips and

parking demand.

12 Parking Pricing Charge motorists directly for using parking facilities, and set

fees to encourage efficient use of parking facilities.

13 Improve parking Pricing

methods

Use of more convenient and effective parking pricing

techniques to make parking pricing more acceptable and cost

effective.

14 Commuter financial

incentives

Parking cash out and transit benefits give commuters financial

incentives to shift modes and reduce parking demand.

15 Unbundled Parking Rent or sell parking spaces separately from binding space, so

occupants pay for just the number of parking spaces that they

use.

16 Tax parking facilities Impose specials taxes on parking facilities and commercial

parking transactions.

17 Improve enforcement and

control

Enforcement should be consistent, fair and friendly. Parking

passes should have clear limitations regarding where, when

and by whom they may be used, and these limitations should

be enforced.

18 Bicycle facilities Supply bicycle parking, storage and changing fac6ities instead

of some automob6e parking spaces.

Strategies that reduce negative Impacts

19 Develop overflow parking

plans

Encourage use of remote parking fac6ities and promote use of

alternative modes during peak persist, such as busy shopping

times and major events.

20 Address spal over

problems

Address spal-over parking problems directly with

management, pricing and enforcement strategies.

21 Parking facility design

and management

Improved parking fac6ity design to address safety, storm

water management, user comfort, security and aesthetic

objectives.

15.3.2 Surveying parking conditions

Securing political support for any change in the existing parking regime is critical. The first step is

to understand fully the existing parking situation and then publicized those elements of the status

quo that are unfair and inequitable. The BRT system can then be presented as an opportunity to



187

optimise parking regulation in the impacted area, and if time permits in the city more generally.

To make this case to the public, policymakers should prepare themselves with as much

information as possible. A good place to start is to conduct a parking occupancy study reviewing

the existing parking situation.

The parking study usually first involves collecting data on the following:

• Total existing officially designated on-street parking units and their specific locations;

• Total locations where people regularly park, whether or not officially designated;

• Total off-street parking units available;

• Existing parking regulatory regime, including time period restrictions if any, and charging

structure for each type of parking unit;

• Total actual occupancy of these parking units throughout the day.

The evaluation of the existing parking situation and its ramifications for parking availability in the

area impacted by the BRT system should then be discussed at a public dialogue. In such a

dialogue, it will generally become clear that some people benefit much more from the existing

parking regime than others.

15.3.3 Parking Space Levy

Based on these experiences, a parking fee can be quite effective at multiple complementary

objectives:

� Reducing private vehicle usage

� Encouraging journeys by public transport

� Raising revenues for public transport infrastructure.

Parking fees may also be a particularly relevant option for developing-nation cities, especially as a

short- to medium-term revenue raising mechanism.

Since the parking space levy is assessed whether or not a space is being utilised regularly, property

owners have an incentive to scrutinize the usefulness of maintaining each parking space. Without a

parking space levy, an urban parking lot may be financially viable even if only a fraction of the spaces

are actually used. With a parking space levy, property owners will tend to convert the space to more

productive uses.

Since the parking space levy is assessed whether or not a space is being utilised regularly, property

owners have an incentive to scrutinise the usefulness of maintaining each parking space. Without a

parking space levy, an urban parking lot may be financially viable even if only a fraction of the spaces

are actually used. With a parking space levy, property owners will tend to convert the space to more

productive uses.

Removing on-street parking, for all its political complexity, is extremely simple from a technical point of

view. The designated parking area can simply be removed. It can be replaced either with a mixed

traffic lane, a bicycle lane, a footpath, or landscaping. In many cases, planners may decide to

replace the parking space with additional footpath space. Since enforcement is an issue in developing

countries, the use of physical structures like very high curbs and bollards can be necessary to keep

motorists off the footpaths. In general, though, use of trees of other landscaping are a more

aesthetically pleasing form of protective barrier. Some countries use bicycle parking as a bollard,



188

which provides a useful additional service.

Off-street parking can also be regulated through taxation, the removal of subsidies, and changing

building codes. In some countries building owners are given a property tax break if they provide off-

street parking. Such tax breaks tend to encourage the use of private motor vehicle use. To discourage

driving, these tax breaks should be removed or subsidies of equal value should be given to

employees willing to bicycle or use public transport. Parking garages can also be taxed.

Building codes also often frequently create sub optimal parking supply incentives, and should be

reviewed and, if necessary, changed. A BRT project might be a good opportunity to review these

standards. Table 15.2 notes the minimum parking standards required in Jabalpur.

Table 15.2 Jabalpur minimum Parking requirements

S.No. Use Parking Requirement

CBD

1 Offices 1 Space per 100 sqm

2 Commercial 1 Space per 200 sqm

3 Hotel 1 Space per 10 Beds

4 Hospital 1 Space per 10 Beds

5 Flats 1 Space per unit

15.3.4 Design Specification of Parking

Parking has been proposed near Bus stops, bus terminal at convenient locations so as passengers are

provided with shortest routes facilitating minimum travel time & nearby availability of amentias like medical,

convenience stores etc

S.No. Title Specifications

1 Location � Parking will be provided (wherever space permits) in the front of

property boundaries (providing footpath on both sides.)

2. Entry/Exit � Raised platform treatment will be provided at entrance/exit of parking

space. This helps reduces speed of conflicting vehicles. The entry exit

will be raised at the level of pedestrian footpath, with lines defining

cycle path across it created in flushed concrete blocks. The texture

provided will clearly indicate the pedestrian right of way.

3. Size

Width � Parking space will have a minimum width of 3.0 m for parallel parking

and 6.0 m for perpendicular parking.

Length � Parking may be provided along the length of the road/service lane.

However care will be taken and infrastructure designed to discourage

obstructive parking in front of property and side lane accesses.

4. Edge

Treatment

� Parking shall be at the same level as the service lane or 0.10 to 0.15

m below the level of pedestrian path.

� Parking can be segregated from the service lane, visual providing a

different texture, which may be rougher than the one used for service

lane. Demarcation for each car parking space may also be done using

a variety of textures.



189

5. Surface

Quality

� A variety of surfacing materials can be used to pave parking space.

These vary from asphalt, to concrete to block pavers when combined

with pedestrians.

6. Slopes � The recommended minimum pavement cross slope of 2 % adequately

provides for drainage. Sloping in the direction of curb drain and gutters

will be ensured. Smooth surface is essential to prevent waterproofing.

� A recommended ramp with a gradient of 1: 10 will be provided to

access at raised platforms at the entrance/exit to parking space. The

ramp texture will be resistant to skid and wear.

15.3.5 Location of Proposed Parking details

Off-street Parkings are proposed at all the existing and proposed railway stations, all bus

terminals, at all existing & proposed Transport Nagar etc. Apart from this development of multi

level (Three stories) parkings are also being proposed for C.B.D.

1. At Niwadganj mandi

2. At Shrinath ki Talaiya

3. At Lordganj Police station

4. At Tilak bhomi ki Talaiya

5. At Naudara bridge over Omati Nala

6. Near Victoriya Hospital

7. Gorakhpur.

Block Cost

Parking facilities can be quite costly to develop and construct. Each at grade parking bay, may cost

Rs.20.0 Lacs to Rs. 30.0 Lacs. When land purchase costs are excluded. Each parking bay within a

multi-level parking facility will likely cost in the range of Rs.5 Crores to Rs. 6 Crores. Costs can be

even greater in areas with significant land costs. Thus, it can be quite appropriate to establish a fee

for use of parking facilities at public transport stations. The challenge is to develop a fee structure that

still provides a strong incentive for using the public transport system.

Private vehicle owners can also be successfully integrated with the system through the development

of "park-and-ride" or "kiss-and-ride" facilities. These facilities allow private vehicle users to access

the transit system, and therefore complete their total commute by way of public transport. A park-

and-ride facility provides a parking garage or parking lot for vehicles to be kept securely during

the day. A kiss-and-ride facility does not provide parking but rather includes a passenger drop-off

area for private vehicles. A park-and-ride facility should also include space for the kiss-and-ride

option.

The benefits of park-and-ride facilities immediately adjacent to a popular public transport station

must be weighted against the benefits of alternative uses for this land, such as for commercial

development or public amenities. Commercial services and safe and comfortable access for

feeder buses, cyclists, and pedestrians should have priority in public transport station design.

Park-and-ride and kiss-and-ride facilities are most appropriate in suburban locations where

population densities may be insufficient to justify costly feeder services, and distances are too far

to make direct walking and cycling access to the station viable for most people. In developing

cities, these conditions will primarily be found in neighborhoods dominated by affluent



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households that have sufficient disposable income to own a private vehicle. Attracting this

income group to the public transport system an deliver several benefits. First, offsetting private

vehicle use pays significant dividends in terms of emission reductions and congestion relief.

Second, a public transport system that is of sufficient quality to attract even the highest income

groups is a worthy objective. Third, a healthy mix of all a city's income groups in the system

means that all political interests will have an incentive to ensure the system's future. Finally,

systems which serve all income groups also serve an important social function since the public

transport system may be the one location where all segments of society come together.

The park-and-ride and kiss-and-ride facilities are best situated in suburban locations where land is

less at a premium, and where the target customers are encouraged to travel as much of their total trip

by public transport as possible. Park and-ride is less desirable in downtown locations where the

parking facility is likely to be used to drive into the downtown. The time and cost of switching to public

transport only for the final few kilometers means that few customers will utilize the system under such

circumstances. The principal incentive to these customers will be the timesavings achieved by the

exclusive bus ways over the main portion of the commute

15.4 Freight / Goods Terminals:

Existing Railway Godowns at Madan Mahal and Jabalpur Main station would continue to function

in the future. In addition, Railway Godown has been proposed within Adhartal Railway land due

to its proximity with Kachpura Railway siding and industrial area.

* Transport Nagar over 15 hectares land has been proposed at Maharajpur. In addition truck

terminals over four to five hectares are proposed at Oriya, Wahdan, Kungwa, Paraswara and

Madhotal.

* DEVELOPMENT OF NEW TRANSPORT NAGAR

1 At Maharajpur on Katni Road NH - 7 (4.5 Hact)

2 At Oriya on Damoh/Sagar road (4.0 Hact)

3 At Baidan on Katni Bye pass road (4.0 Hact)

4 At Kuganwa on Narsinghpur road (4.0 Hact)

5 At Goraya on Mandla road (4.0 Hact)



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CHAPTER - 16

REGULATORY AND INSTITUTIONAL MEASURES

Reporting Jurisdiction: Limits of Municipal Boundary / Planning Boundary

16.1 Unified Metropolitan Transport Authority:

16.1.1 Operations and Management of Proposed Transport System in Jabalpur

Jabalpur city Transport Services Ltd. (JCTSL) is a public limited company working under public-

private partnership model designed for operation by private contractors and service providers under

government oversight. System implementation requires detailed technical, legal, and financial design;

creation of a new public entity in charge of system planning, development, and control; overcoming

resistance to change from traditional operators and small bus owners; development of the

infrastructure; contracting and starting up the operation; and earmarking with provision of funds for

system expansion.

Proposed Transport shall be composed of following components:

I. Specialized infrastructure;

II. Efficient operations;

III. Advanced fare collection;

IV. Institution for system planning, development, and control.

V. Public institutions to provide infrastructure, planning, and control,

VI. Operations and billeting are to be contracted out to private companies.

16.1.2 Integrated Route Planning (TRANSPORT MASTER PLAN)

The city bus route network system has been planned and designed in a scientific manner. Direction

oriented Hub and Spoke pattern of routing has been adopted. Routes have been planned to ensure

that besides the regular city transport users, office goers, students and employees should also avail



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the services. It has been ensured that proposed routes caters to the requirement of places of

residence as well as places of job. 8 Nos. high travel demand routes have been identified. Company

has taken permit for these routes from R.T.O After due testing of routes and time scheduling JCTSL

has initially started operation of 30 buses on these identified routes and later on add to its fleet of

coaches to improve the frequency of buses at particular bus stop of intersection. Colour coding of

routes and buses and their numbering has been carried out in such a manner that a commuter may

easily identify the bus stop and intersection for convenient commuting.

6.1.4 Integrated Plan for facilities to commuters

Rider ship

A comprehensive Traffic and Transportation Study for Jabalpur Urban Area (CTTS) have been

prepared in April 2003. The CTTS as estimated the travel demand by 2015 to be by 2.19 million and

2029 to be 4.1 million person trips per day.The public transport service caters 14.74 percent of total

trips. Hence by the year 2015 if the public transport is used at the rate of 60% by 2011 the rider ships

will have to be 2.32 million passenger trips per day. We are looking forward to the System where

overall average speed of average 50 kilometers per hour overall.

Cost Recovery

The JCTSL system runs without any operating subsidy from the government. Given that it is almost

privately operated, any increase in revenue from expending passenger totals goes to the operators.

Likewise, if costs increase or demand declines, the private operators are required to absorb the risk

and cover losses. The governments will have to cover capital investments only in the form of

specialized infrastructure development. Experience of operations of past 6 months by JCTSL are so

encouraging and profitable to the operators, service providers and the company that the scope of

increasing the fleet size and improving the quality of buses with better specifications are very high. In

fact the transport companies are trying hard to get their fleet inducted into the JCTSL umbrella.

Future Expansion

The system will be gradually expanded to cover entire city. All future planning of proposed master

plan roads can be made as per BRTS requirements if proposed transit network performs well. This

may cater more than 23 lacs passengers per day by 2015.

16.1.5 Integrated Plan for Institutional framework

(A) Management

The management of the company is entrusted with the Board of directors. There are seven members

on Board of Directors with District Collector of Jabalpur as its Executive Director who has been

entitled to exercise all powers for effective operation and management of the new transport system

under Public private Partnership model.

(B) Board of Directors

The Board of Directors will hold their office by the virtue of their posts. The following are the members

on the board and Subscribers to the Memorandum and Articles of Association. The members on the

board of director’s are:-



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Current Profile Designation

Mayor of Jabalpur Chairperson

Collector Jabalpur Executive Director.

Municipal Commissioner

Director

Chairman J.DA Director

Addl. Collector Director

CEO, JDA Director

Besides Regional Transport Officer Jabalpur as a subscriber member and Superintendent of Police,

Jabalpur (ex-officio) as a special invitee member to all meetings of the Board will be in team. It has

also been resolved that all the operators shall also be invited to the Meetings of the board so that their

valuable inputs are used for smooth and proper functioning of the company and no such decisions are

taken which are detrimental to the interest of operators.

(C) Functions and Responsibility

The responsibility of the SPV will include following:

I. Finalization of routes.

II. Obtain necessary clearances for operating Buses on the Route.

III. Finalization of Specifications of Buses and other Equipments required for successful

operation of the project such as Ticket Vending Machines etc.

IV. Tendering of Routes to the successful bidders.

V. Training of manpower of operators.

VI. Effective management & monitoring of Punctuality of the plying buses.

VII. Management & Monitoring of passes System.

VIII. Selling Advertisement Space through Selected Vendors.

IX. Development of other related infrastructure such as Bus Stoppages/Stands, Night Parking

of Buses etc through Selected Vendors.

X. Promotion of JCTSL and its services through Mass Media Publicity and through interactive

Websites.

XI. Will act as a Regulatory Authority for proper management of Public Transport System of

the City.

XII. JCTSL’s current manpower strength has been considered while calculating human

resource requirement & it was found that with training & knowledge transfer the existing

staff will be competent to handle the administrative structure for implementation,

Supervision, monitoring and evaluation of the public transport activity in Jabalpur City.

Although we will have to gradually the numbers of staff to 25-30 by the start of phase (I)

and upto 90-100 by the start of Phase (II) to accommodate the demand created due to

phase wise implementation of BRTS.

Currently JSTSL has 25, 52 seater Tata Star low floor Buses operating in Jabalpur, this

capacity will be very soon augmented by addition of another 25, 52 seater buses and 69 mini

buses of 34 seating capacity.



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16.1.6 Bus Operators

These will be the individuals or companies, which have been selected through a transport bidding

system and have been allotted certain routes. The operators will arrange for the buses as per the

specifications of JCTSL and will hire/engage manpower to run these buses on the specified route.

They will be required to follow the rules & regulation of JCTSL. In return they will pay certain amount

to the JCTSL every month.

Ticketing System

Fully computerized Electronic Ticketing Machines are used for issuing daily passenger tickets.

Ticketing system has been finalized by company to ensure the common ticketing system for all

operators. The software used in these machines in owned by JCTSL. This eliminates the risk of

passengers being ever charged more than the specified fares by the operators. The computerized

ticketing system also helps in effective monitoring and control of conductors and management of

ticketing data.

With the hi-tech Electronic Ticket Issuing Machines, it is easy for the conductor to issue tickets

generated through the machine and to collect the money from passengers.

The stages on the route and respective fares are fed to the machine". For example, if a passenger

boards the bus at stop number four and intends to get down at 10, the driver will press the buttons 4

and 10. a ticket will come out and corresponding fare will be displayed on the machine and ticket, for

which the money will be collected by the conductor.

16.1.7 Institutional Changes in Frame Work

The comprehensive mobility plan of Jablpur is about leading change. A continuous assessment of

institutional factors is part of overall dynamic of leading change. Making institutional changes with

transportation stakeholders will result in numerous benefits to our transportation system in Jablapur.

Organize around mobility:

To go for multimodal transportation approach with multiple public-private entities.

Make greater use of technology:

Introduction of latest technology to address mobility challenges and improve system operations.

Develop Transportation professional:

Transportation professional will require wider range of knowledge, skills, and problem, solving

competencies to function as mobility managers.

Project delivery and finance through P.P.D.:

Strategies to increase revenue and manage costs will have to be diverse and include move expensive

role of private sector in line with requirements of performance & accountability.

Improve Communications:

There will be need to address the challenges of communicating Jablapurs transportation direction to

organizations and individuals. There shall be similar direction of under standing among diverse

stakeholders.

Build a culture that leads change:

City must respond to changes in operating environment.



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16.2 Traffic Safety Regulations

:

16.4.1 Road Safety

1. Ensuring road safety is one of the priority areas receiving Government’s constant Attention. Tamil

Nadu is the first state in the country to have brought out a road safety policy. This Policy has been

brought out with a vision to stop and reverse the increasing trend in the number of accidents, number

of deaths, number of injuries through adoption of comprehensive measures covering engineering,

education, health, emergency care and enforcement measures. The road Safety policy seeks to

achieve 20% reduction in fatalities and injuries in road accidents by 2013 considering 2006 as the

base year.

2. To translate the objectives of road safety policy into reality the Government have taken

steps to create necessary institutional arrangements. A high level body ‘State Road Safety

Council’ has been constituted under the Chairmanship of Honourable Minister for Transport, to advise

the Government on all policies and programmes relating to road safety at the State level.

This council reviews the implementation of various programmes of different departments and

suggests policy initiatives to Government. Government have also established the District Road Safety

Councils functioning in each District under the Chairmanship of the District Collectors. This council

has been entrusted with the job of considering various measures needed to promote road safety,

prepare road safety plans with special attention to the accident prone spots/stretches, maintenance of

roads, drivers training, accident analysis, publicity initiatives and efforts, transport planning, highway

patrol, passenger amenities etc. in the Districts. These councils are required to meet at least once in a

month. Apart from these State level and district level institutions the State road safety

commissionerate also takes up the following activities:-

(i) Sending proposals to the Government on Road Safety Policies to be implemented in the State.

(ii) Overseeing the functioning of the District Road Safety Councils.

(iii) Reviewing the data relating to road accidents, taking up the case studies and identifying

causes and remedial measures to avert accidents.

(iv) Suggesting and recommending specific schemes for financial assistance under Road

Safety Fund to the Districts and various other agencies including Non- Government

Organizations engaged in the task.

(v) Expediting relief operations and post- accident remedial measures so that the victims could be

timely and suitably assisted;

(vi) Controlling the vehicular pollution by involving the M.P. Pollution Control Board, Police

and other Agencies.

3. The Government has constituted “The Road Safety Fund” from out of the receipts of

compounding fees and spot fines collected by transport/police departments to finance road

safety activities. The Road Safety Fund is administered by an Inter-Departmental committee headed

by the Home Secretary.

16.2.2 Specific Measures for Road Safety

To prevent road accidents and to save precious lives involved in the accidents the

strategy of the Government on road safety measures is focussed mainly on three major thrust areas.

i.e.



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(A) Preventive measures;

(B) Surveillance and detection; and

(C) Enforcement measures.

(A) . Preventive Measures:

(i) Making Fastening of seat belts compulsory:

The Government have ordered the ‘wearing of seat belts’ by the driver, the person occupying the front

seat, and the person seated in the front facing rear seats of the motor vehicle while in motion as

compulsory.

(ii) Making wearing of helmets compulsory:

Government have also made the ‘wearing of helmets compulsory for all the two-wheeler

drivers and pillion riders. Subsequently on representation from the public, Government have

exempted members of the Meivazhi Sabha, women pillion riders, and children pillion riders from

compulsory wearing of helmets.

(iii) Prohibition of Black films on wind screen front glass and rear windows:

In accordance with the existing provisions of Rule 100(2) of Central Motor Vehicles Rules 1989 use of

black films in the wind screen glass and rear window of the vehicle is prohibited.

(iv) Road Safety Week:

Every year, in the first week of January, Road Safety Week is celebrated throughout the State so as

to create adequate awareness among School/ College students, drivers and all other road users.

During the year 2007-2008 Rs.65 lakhs was provided for Road Safety awareness building

programmes. Apart from this, workshops for drivers involved in road accidents are also conducted as

a measure to sensitize them and to create greater awareness regarding road safety aspects.

(v) Holistic approach to study and prevent fatal accidents;

In order to analyse every case of fatal accidents taking place in this State an Inter–

Departmental team of officers comprising Police, Transport and Highways departments has been

constituted. This Inter–departmental team will visit the accident spot on the same or at the most the

very next day, make a comprehensive study from different angles, prepare a detailed report after

critically analyzing the data and offer specific information and suggest suitable measures, preventive

remedial and punitive that may have to be initiated to avert such incidents in future. This newly set up

information system is expected to provide useful inputs for policy initiatives by Government.

(vi) Special initiatives to ensure greater safety of School children/College students:

Government consider safety of school children and college students as an important aspect

of Road Safety. To address the issue holistically, Government on one hand have prescribed

Separate/specific colour i.e. Sky-Blue for Educational Institutional Buses, in order to differentiate the

Educational Institutional Buses from other Motor Vehicles so as to alert the drivers of other vehicles to

drive carefully and more cautiously. The Government have also prescribed certain specific regulatory

measures to ensure quality of drivers, fitness of vehicles, speed etc.,

(B) Surveillance and Detection:

Emergency Accident Relief Centres: (EARC)

Considering the phenomenal increase in vehicular population contributing to increase in

road accidents, 100 Emergency Accident Relief Centres have been established on all the



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important National and State Highways, to give first aid to the accident victims within the “golden hour”

and to arrange for further treatment through the nearby referral hospitals. Each centre has an

ambulance to respond to the accident cases with essential drugs, paramedical staff and driver

available round the clock making it convenient for public to access these centres through a toll free

Phone number of 1073. Out of the 100 centres presently functioning, 64 centres are fully sponsored

by private hospitals, institutions and non-government organisations and 36 centres are partially

funded by them with the balance financial assistance from Government. The Government assistance

is upto a maximum of Rs.40,000/- per month per centre. An amount of Rs.1.73 crores has been

allotted for running these 36 partially sponsored Emergency Accident Relief Centres and due to the

timely assistance rendered by these emergency accident relief centres, so far 8127 lives have been

saved from fatalities during the year 2007-2008 upto February 2008. Statements

Showing the details of accidents, fatal details are at Table …….

(C) Enforcement Measures:

Deterrent Punitive action:

Government believes in strict enforcement of Law and deals with offenders sternly. Besides

Launching of criminal prosecution against drivers involved in major and fatal accidents, the licences of

such drivers are suspended for a period of not less than six months in the first instance and cancelled

in the cases of subsequent offences.

Compensation to Road Accident Victims:

16.2.3 The Motor Vehicles Act

The Motor Vehicles Act, 1988 provides for payment of compensation to the victims of road

Accidents with reference to their age, earning capacity, cause of the accident etc. The Act

also provides for a minimum amount of compensation irrespective of the fact as to who was

at fault. These claims are settled by the Motor Vehicles Accident Claims Tribunals established

throughout the State.



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CHAPTER- 17

FISCAL MEASURES

17.1 Fare policy For Public Transportation

17.1.1 Fare policy and fare structure:

It is critical that the fare policy and the fare structure for the BRT system be selected before the fare

technology is selected. In general there are five types of fare structures:

1. Free fare;

2. Flat fare;

3. Zonal fare;

3. Distance-based fare;

4. Time-based fare.

At Jabalpur JCSTL has appointed “District Based Fare” structure charge a tariffin relation on the number

of Kilometers travels pay more than someone traveling just a short distance

17.1.2 Fare Fixation and Collection System

� Optimum fare structure to meet the twin objectives of:

o Equitable access to poor.

o Incentive for upper middle class to prefer these buses over their own vehicles.

� Reasonable fare to give healthy competition to mini buses and tempos.

� Low enough to secure fullest utilization and high enough to ensure viability of the

system.

The State Government by notification dated 9th December, 2004 has prescribed fare for city buses

in the Municipal Corporation limit area for sitting capacity exceeding 12 (excluding driver)

Accounting minor deviations JCTSL has finalized following fare structure.

� Up to 3 K.M. fare Rs. 3.00





The tariff in the new Public Transport system will be same as JCTSL proposed Tariffs so that there

is no loss in rider ship.

In any event, public transport system fares in Indian cities are pegged by the marginal cost of

operation of motorcycles and scooters. Now almost all wage earners in the middle and lower

middle incomes can own two wheelers. If people have to wean away from personal transport, the



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question of charging higher fares except for very long trips does not arise. At present the marginal

cost of running a two-wheeler is around Rs. 0.50-0.70 per km. No what technology is employed for

public transport, we cannot charge higher fares.

In light of above it becomes essential that public transport system must have the minimum capital

and running costs. The issue is not cost benefit analysis but cost effectiveness analysis. In cost

effectiveness analysis the BRTS would have to be compared with light rail, monorail and metro

systems and not in isolation.

17.1.3 Fare Collection System:

The method of fare collection and fare verification has a significant impact on the operational

efficiency of the proposed Transportation system, the ability of the system to integrate routes with

each other public transport system, and the fiscal transparence of the system.

Critical design regarding

� Operational plan for the fare collection system;

� Fare policy and fare structure;

� Institutional structure of the fare collection system has to be taken by JCSTL

A. Operational plan for the fare collection system:

Efficiency fare collection system technology can significantly reduce boarding and alighting time, but

also time queuing to purchase tickets and clearing turnstiles.

B. Off board payment system:

The decision to collect and verify fares on or off board will have a significant impact on the potential

passenger capacity of the system. Off board fare collection and verification reduce the line delays that

generally accompany on board payment.

C. On-Board fare Verification:

In such system, very little actual fare verification is conducted. Occasional checks by public transport

staff are done to control fare evasion. The actual payment of the fare is largely reliant on the public

goodwill and over all will ingresses to comply. From the fare payment point onwards, the costumer

proceed directly to the public transport vehicle without inspection.

One of the main advantage of proof of payment fare system is that it allows one to avoid the

construction of a closed entry station. No physical separation between the station and the out side

area is necessary.

The main disadvantage of such a system is that the usually result in some revenue loss.

The kind of system also requires a large frame work that allows verification staff (that usually are not

police staff) to have defacto police power in the collection of penalties from violators, and a procedure

for collecting when the passenger dose not have the money to pay the fine. .

D. Institutional Structure of the fare collection system:

Intuitional arrangements for the fare collection and verification system vary widely from system to

system, with different benefits and risks. Most system have the following components.

� The manager of the money (Usually a bank or money manager);

� The equipment provider;

� The Fare provider;

� The fare system operator;



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� The public transport authority or its present agency;

17.1.4 Technological elements of a fare system:

Normally, the physical equipment of the fare system consists of the following:

1. Payment medium

The payment is usually cash, tokens, paper tickets, magnetic strip cards or smart cards.

1. Point of Scale (POS) terminals

These terminals are cash points where a tickets, token, magnetic cards, or smart cards

can be purchased or value can be added in to an existing cards.

2. Value-deduction terminal

These terminals are usually terminals and/or card readers

3. Central Computers

The central computer is the repository of the various information streams; the central

computer is typically connected to the point of scale terminal and the value-deduction

terminals via a telecommunication and/or GPRS link.

17.2 Fare Policy For Parking

Even if the political will to reduce the existing number of parking spaces does not exist, there are

measures that can be taken to improve parking efficiency. Increasing parking fees can do much

to discourage vehicle usage even without removing any parking spaces.

Implementing progressive parking policies do frequently require certain legislative changes.

In most cases, local council approval and even national legislative approval may be required to

implement a fee of this type. Turning over the enforcement of parking infringements to a

municipality or a private company from national or provincial level police can be a difficult

process. As with many of these issues, political will is critical, and devising a successful political

strategy is the key to success. As with any tax or fee, many interest groups will be vehemently

opposed to it. Influential groups, such as motorists and business interests, could form a powerful

opposition, but increasing parking fees can also increase the rotation of parking spaces, which

will help shopkeepers. Regaining political control from politically powerful mafias is always a

challenge. Certainly, a direct link between increased parking fee revenues and a politically

popular high profile public transport improvement like BRT can often be a successful political

strategy.

Of course, not all vehicles that enter an urban area are destined to utilize a parking space.

Parking fees can be another effective mechanism for raising revenues for a BRT system, while also

discouraging private vehicle use, and often at a lower implementation cost. Like with congestion

charging, however, the cost of parking scheme will depend on the technology used, and can vary

widely. Similarly, as with congestion charging, in the cities of lower-income countries, motorists are

more likely to be highly price sensitive to parking charges. This price sensitivity will increase the

effectiveness of the measures from a traffic perspective, but limit somewhat the revenue-raising

capability.

Politically, raising parking fees and enforcing them has proven to be as demanding as implementing

congestion charging. Voters are as likely to resist an increase in parking fees as the imposition of a

road user charge. Parking revenues are also frequently controlled by sub-municipal level

governments that have no responsibility for public transport systems, and which are loath to give up



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the revenue. Enforcement is frequently controlled by police that are not under the control of the

municipal government but under the control of provincial or national governments. Most importantly, in

developing countries parking revenues are generally not fully under the control of the government,

and are controlled by informal sector with powerful political connections inside decision-making

bodies. Nonetheless, reclaiming public control of parking is a critical part of the process of regaining

public political control over urban space. Once this political battle is won, parking fees are relatively

easy to implement, and can generate significant revenues for BRT, while also reducing congestion.

Since a parking space is a highly visible part of land use, it is a difficult type of fee to avoid or hide.

Parking fees can take several forms, including commercial parking taxes and per space fees. Parking

areas can be either publicly or privately owned. The access to a particular parking area may be either

open to the general public or reserved for specific individuals or groups. The range of typologies for

parking areas. To maximize the effectiveness of a parking strategy, such a strategy should address

most of the typologies noted in table 17.1. A parking fee applied to all non-residential parking spaces

has the potential to both raise considerable revenue as well as discourage the use of private vehicles.

Further, relatively little physical set-up is required and the administrative structure may already be in

place through existing parking regulations.

Table 17.1 Typology of Parking

S.No. Ownership of Parking Space User Space On street or Off- Street

1 Local authority controlled General Public On -street

General Public Off - street

2 Privately owned General Public Off - street

Private non –residential parking Off - street

Residential Off - street

Once a municipality has managed to bring parking under its control, parking revenues can be either

collected directly by the municipality, or indirectly in the form of revenue sharing arrangements,

concession agreements, or commercial parking taxes.

17.3 Potential for Road Congestion Charging

Congestion pricing or congestion charges is a system of surcharging users of a transport network in

periods of peak demand to reduce traffic congestion. Examples include road pricing, and higher peak charges

for utilities, public transport and slots in canals and airports. This variable pricing strategy regulates demand,

making it possible to manage congestion without increasing supply. At the same time, users will be forced to

pay for the negative externalities they create, making them conscious of the costs they impose upon each

other when consuming during the peak demand, and more aware of their impact on the environment.

The application on urban roads is limited to a small number of cities. Four general types of systems are in

use; a cordon area around a city center, with charges for passing the cordon line; area wide congestion

pricing, which charges for being inside an area; a city center toll ring, with toll collection surrounding the city;

and corridor or single facility congestion pricing, where access to a lane or a facility is priced.

Implementation of congestion pricing has reduced congestion in urban areas, but has also sparked criticism

and public discontent. Critics maintain that congestion pricing is not equitable, places an economic burden on

neighboring communities, has a negative effect on retail businesses and on economic activity in general, and

is just another tax.



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Congestion pricing is a concept from market economics regarding the use of pricing mechanisms to charge

the users of public goods for the negative externalities generated by the peak demand in excess of available

supply. Its economic rationale is that, at a price of zero, demand exceeds supply, causing a shortage, and that

the shortage should be corrected by charging the equilibrium price rather than shifting it down by increasing

the supply. Usually this means increasing prices during certain periods of time or at the places where

congestion occurs; or introducing a new usage tax or charge when peak demand exceeds available supply in

the case of a tax-funded public good provided free at the point of usage.

According to the economic theory behind congestion pricing, the objective of this policy is the use of the price

mechanism to make users more aware of the costs that they impose upon one another when consuming

during the peak demand, and that they should pay for the additional congestion they create, thus encouraging

the redistribution of the demand in space or in time,or shifting it to the consumption of a substitute public

good; for example, switching from private transport to public transport.

This pricing mechanism has been used in several public utilities and public services for pricing higher fees

during congested periods, as a means to better manage the demand for the service, and whether to avoid

expensive new investments just to satisfy peak demand, or because is not economically or financially feasible

to provide additional capacity to the service. Congestion pricing has been widely used by telephone and

electric utilities, metros, railways and autobus services, and has been proposed for charging internet access.

It also has been extensively studied and advocated by mainstream transport economists for ports, waterways,

airports and road pricing, though actual implementation is rather limited due to the controversial issues subject

to debate regarding this policy, particularly for urban roads, such as undesirable distribution effects, the

disposition of the revenues raised, and the social and political acceptability of the congestion charge.

Congestion pricing is one of a number of alternative demand side (as opposed to supply side) strategies

offered by economists to address traffic congestion. Congestion is considered a negative externality by

economists. An externality occurs when a transaction causes costs or benefits to third party, often, although

not necessarily, from the use of a public good. For example, manufacturing or transportation cause air

pollution imposing costs on others when making use of public air. Congestion pricing is an efficiency pricing

strategy that requires the users to pay more for that public good, thus increasing the welfare gain or net

benefit for society.

Nobel-laureate William Vickrey is considered one of the fathers of congestion pricing, as he first proposed it

for the New York City Subway system in 1952. In the road transportation arena these theories were extended

by Maurice Allais, Gabriel Roth who was instrumental in the first designs and upon whose World Bank

recommendation the first system was put in place in Singapore, and Reuben Smeed, the deputy director of

the Transport and Road Research Laboratory whose ideas presented in his report to the British government

were rejected by successive governments since the 1960s The transport economics rationale for

implementing congestion pricing on roads, described as "one policy response to the problem of congestion",

was summarized in a testimony to the United States Congress Joint Economic Committee in 2003:

"congestion is considered to arise from the mispricing of a good; namely, highway capacity at a specific place

and time. The quantity supplied (measured in lane-miles) is less than the quantity demanded at what is

essentially a price of zero. If a good or service is provided free of charge, people tend to demand more of it -

and use it more wastefully - than they would if they had to pay a price that reflected its cost. Hence,

congestion pricing is premised on a basic economic concept: charge a price in order to allocate a scarce

resource to its most valuable use, as evidenced by users' willingness to pay for the resource".



203

CHAPTER - 18

MOBILITY IMPROVEMENT MEASURES AND NUTP OBJECTIVES

18.1 Introduction:

The regional settlement development policy should enable promotion of a strong and sound economic

base, ensure optimum utilization of land recourse, promote functional specialization of different urban

centers, develop an efficient and capable regional transport and circulation system to direct growth

pattern, enable interactions and carry flows efficiently.

The regional transport system needs to be planned and developed under a Regional Transport Policy

framework. The main components of such a policy should to be:

* Promote the rational distribution of people and activities over the regional spatial through

improved accessibility.

* Accelerate the rate of growth of regional forms by increased accessibility and improved

connectivity.

* Enable decentralization of activities towns city to other regional towns.

• Enable regional movements which are through with reference to Jabalpur to disperse at

regional level and avoid congesting city road network.

Based on the selected regional development pattern, the assigned size of Jabalpur city needs to be

accommodated within the city limits. A number of planning parameters have been identified which

need to be considered while evolving alternate urban development scenarios.

These parameters are:

* Population

* Economy

* Mobility

* Modal share and

* Transport System

With each parameter three different scenarios viz. pessimistic, conservative and optimistic have

been considered. Table shows various alternative scenarios evolved.

Table 18.1 Urban Development Strategies


Population Unabated Growth

Size (2031) : 17.39 Lakhs

Trend based Growth

Size (2031) : 13.37

Lakhs

Planned Dispersal

Growth Size (2031) :

13.56 Lakhs

Economy Decline in Existing

WFPR

WFPR : 30%

Present level in WFPR

to continue

WFPR : 31.4%

High Growth in WFPR

WFPR : 33%

Mobility Decline in Mobility levels

PCTR (veh): 0.70

Present Level in

mobility to continue

PCTR (veh) : 1.00

Higher Mobility levels

PCTR (veh) : 1.20



204


Modal Share Stagnant Public

Transport

Modal Share : 14.76%


in public transport

Modal Share : 20%

Higher Share of Public

Transport Modal Share :

60%

Transport

System

Stagnant Road Network

System with deterioration

in LOS


in Road Network

System, Maintenace of

existing LOS

Intense development of

Road Network system

with HCBS/LRT, High

LOS

Presently as revealed by the Consultants household survey, the per capita trip rate (PCTR) of

Jabalpur is 1.47 including walk and 1.00 excluding walk. With economic development, higher vehicle

ownership, good public transport system and increased mobility the PCTR would increase. Future

travel demand estimates will be made by construction of travel demand models. In the interim a PCTR

of 1.20 (excluding walk) by 2021 is adopted to give indicative size of travel demand.

The modal share in favour of public transport (including para transit) in Jabalpur is a low of

14.76%. In the context of resource conservation (land, energy,), sustained development and

environmental quality, it is necessary to improve the public transport share to a level of 30% to 40%.

The study group on Alternative System of Urban Transport, Set up by Planning Commission,

Government of India has recommended the desired modal share for city size. For a city of 1.5 m it is

proposed to adopt a modal share of 40% as per the study group recommendations.

As of now the predominant travel modes are bicycles and two-wheelers while public

transport technology is conventional buses (standard and mini). However as the city grows and travel

demand increases it is necessary to identify more appropriate transport technology to service the city

needs. Amongst the myriads of available technologies, the Light Rail Transit System, on surface or

elevated tracks, along with high Capacity Bus System (HCBS) seems to be most appropriate option

for the city. In the light of above discussion , the consultant proposed for the development of Bus

Rapid transit System (B R T S) on selected high Traffic density corridors along with other

infrastructure projects as already disscused in CMP. The following corridors have been proposed for

the development of BRTS in phased manner :-

Table 18.2 Bus Corridors

S.

No. Bus Corridors

Length

(Km.)

Length of

overlap with

other Corridor

Net Length

(Km.)

Phase -1

1

Agricultural College (Adhartal) to Gwari Ghat

Agriculture college, Damoh Naka chowk, Ranitaal Chowk,

Traffic Police Station, Nagar Nigam Chowk, Shastri Bridge,


14.70 1.356 13.344



205

2

Tilwara Ghat to Khamaria

Medical College, Madan Mahal, Shastri Bridge, Bus Stand,

Naudra Bridge, Chandan Van, Highcourt, Ghamapur Chowk,

Katchghar chowk, Satpulla, Ranjhi and Khamaria

20.860 - 20.86

Phase - 2

3

Gour Bridge to Railway Station (Railway Bridge No.4)

Empire Talkies, Kairab Guest house, Railway Bridge No.- 2,

Collectrate Chowk and Railway station

9.200 0.268 8.932

4. Karmeta To Damoh Naka

Via Deen Dayal Chowk 3.600 - 3.600

5.

Deen Dayal Chowk to Madan Mahal Railway Station

Ahinsha Chowk (Vijay Nagar), Ukheri Tiraha, Labours

Chowk, Ranitaal Chowk, Madan Mahal station

6.600 0.234 6.366

6. Raddi Chowk to Ghamapur Chowk 2.115 - 2.115

7. Maal Godown to Rani Durgawati University

Rly. Bridge NO.-1, Allahabad Bank Chowk, Science College. 3.300 - 3.300

8.

Chandanvan to Bandariya Tiraha

Chandanvan Tiraha, Bridge No.3, Shivaji ground, Katanga

Tiraha and Bandariya Tiraha

3.300 - 3.300

Total 61.907

18.2 Design concept of BRTS

The BRT concept for these corridors includes the following features:

� Segregated bus lanes in the center of the Road, for uninterrupted movement of Buses.

� Safe pedestrian and commuter movement at all locations.

� Segregation of slow traffic such as bicycles to ensure safety.

� Intelligent Transportation System technologies. Advanced technology can maintain more

consistent distances between buses and inform passengers when the next bus is arriving.

The proposed designs of these corridors are aimed at catering to the mobility needs for all road users

in a safe and efficient environment. The exercise involved participation by many experts and

stakeholders, in the form of workshops and meetings. These discussions constituted a major

component in the planning and conceptualization process. The issues have been categorized as

following: -

18.2.1 Cross Section Design

Prioritization for Space Allocation

Both the side and central lane systems can be implemented in narrower right of way conditions by

prioritizing allocation of available right of way. The table below discuses the method of prioritization

for BRT cross section designs. Table 18.3. Prioritization for space allocation on the right of way

Safety, comfort and efficiency of other motor vehicles also.

Table 18.3 Space Allocations on ROW



206

Between Bus Shelters (mid blocks) At Bus Shelter

Priority 1: Provide 3.1 to 3.5m wide bus lanes in

each direction or in one direction (one way road)

with segregation by paint line with refleotor studs to

600mm wide or 150mm high median (depending on

the availability of space

Priority 1: Provide 3.0 m wide physically

segregated or segregated by marking (if space

is constrained) bus lanes

Priority 2: Cycle/Cycle rickshaw paths, 1.5 to 2.5m

wide (2 way or 1 way as per availability of space)

on both sides of the carriageway

Priority 2: 2m to 3.5m wide (depending on

availability of space) bus shelters

Priority 3: Pedestrian paths as per Existing and

future peak time demand (minimum 1.2m)

Priority3: Cycle/cyclerickshawpaths.1.5 to 2.5

m wide (2 ways or 1 way as per availability of

space) on both \ sides of the carriageway.

Priority 4: 2 to 4 lanes for motorized vehicles

Priority (depending on the availability of space} The

width of each lane may wary from 2.75m to3.5m

depending on the availability of space. Since the

lane widths and numbers will not change between

junctions (excluding locations 50 to 75 m before

junction), the minimum available right of way

between the junctions will be considered for design.

Priority 4: Pedestrian paths as per existing and

peak time demand along the corridor (minimum

1.2m)

Priority 5: 3m to 6m wide segregated service lanes

on both or single side of the carriageway depending

on the availability of space and land use conditions.

Where space is very constrained but provision of

service lane and parking is necessary, the texture

and level of service lane and parking may be made

similar to and combined with sidewalks, segregating

where space permits, using bollards of various

Designs.

Priority 5: 2 to 4 lanes for motorized vehicles

(depending on the availability of space). The

width of each lane may wary from 2.75m'to

3.5m depending on the availability of space.

Since the lane widths and numbers will not

change between junctions (excluding locations

50 to 75 m before junction), the minimum

available right of way between the junctions will

be Considered for design.

Priority 6; Space for parallel! Perpendicular Priority

parking of MV/service vehicles on both or single

side of the carriageway/service lane, depending on

the availability of space

Priority 7: Bus parking bays/-overtaking lanes

Priority 8: 3m to 6m wide segregated service

lanes on both or Single side of the carriageway

depending' on the availability of space and land

use conditions Where space is very constrained

but provision of service lane and combined with

sidewalks, segregating where space permits,

using bollards of various designs.



207

Between Bus Shelters (mid blocks) At Bus Shelter

Priority 9: Space for parallel or perpendicular

parking of motorized/service vehicles on both or

single. Side of the carriageway service lane

Comfort, safety and efficiency of motor vehicles In the City of Jabalpur is hampered by the friction with

slow moving vehicles, buses at bus shelters and encroachment on the carriageway by parked

vehicles, hawkers etc. The BRT System with, central bus lanes proposes separate segregated lanes

for non-motorized vehicles (NMV's) and buses as well as continuous paths. For pedestrians and

designed spaces for parking and designated hawker activity zones. Such a design would streamline

flow of other motorized vehicles making it safe efficient and comfortable.

Conclusion: Central segregated bus lanes and bus shelters along with segregated NMV tracks and

dedicated spaces for parked vehicles and hawker activity is more comfortable, safe and efficient for

motor vehicular traffic.

18.2.2 Bus Lane Location

The following tables list the rationale and criteria for selecting side or centrals lanes:

Table 18.4 Rationale for choosing side or central bus lanes

S.N. Central Bus Lane Curb Side Bus Lane

1. Excessive side-entries for vehicles into service

lanes or individual plots.

Limited access to service lanes

or widely spaced entry points into

adjoining area

Rational The high volume of turning traffic interferes with the through movement of bus traffic

if the bus uses the same curbside lane as tile turning vehicles.

2. Closely placed traffic lights for vehicles may be

combined with bus shelters.

Traffic lights at larger intervals.

Rational Buses using the curbside lane are forced to stop at every red signal with other

vehicles reducing throughput. Therefore central bus lanes are preferred

3. Higher Volume of two-wheeler and three-

wheeler vehicles.

Lower Volume of two-wheeler

and three-wheeler

Rational High volumes of two-wheeler and three-wheeler vehicles interfere with the

movement of buses in the curbside lane especially at the bus-shelters where buses

often cannot approach the designated bus-bays due to the three-wheelers parked

there and the two- wheelers trying to overtake from the left side. Also, the difference

in sizes of these vehicles sharing the curbside lane makes the situation unsafe for

the smaller

Conclusion: Since the selected corridor fulfills all three criteria for central bus lanes, it is

recommended that central segregated bus lanes be used in the proposed BRT system for the city.

18.2.3 Bus Shelter Locations

Commuter comfort can be judged by reduced walking distance to access the system Bus shelters

located at the interchange reduce the walking ·distance of all commuters interchanging bus

direction/routes, at the junction and also for a majority of commuters accessing the system from

their homes and workplaces on both intersecting roads.



208

Conclusion: Bus shelters located close to the junction are convenient for commuters.

Both junction and mid block bus shelters are staggered along the length of the corridor. At the

junction the bus shelters are provided before the stop line hence shelters for each direction are

staggered on both sides of the junction. The geometric designs of the BRT system warrant the

widening of the carriageway at the junction, adding turning pockets to MV lanes, providing dedicated

bus and NMV lanes as well bus shelter bltaking away space from service lane and parking on the

edges. Such a system increases the number of lanes entering the junction by 25 to 100%, reducing

the level of congestion from the existing system. By separating slow and fast road users, efficiency

of crossing for all road users is increased at the junction.

Conclusion: Bus shelters located close to the junction have no effect on the level of congestion at the

junction. The BRT system itself proposes to decongest all junctions on -the corridor by introducing

additional lanes and turning pockets on the carriageway entering the junction so as to increase the

throughput of vehicles in every green phase by more than 25%.

Minimize accidents

The existing bus shelter located away from the junctions increase the risk of accidents as they are

not combined with safe pedestrian crossing infrastructure The bus shelters in the proposed BRT

system include safe pedestrian crossing infrastructure in the form of at grade signalized pedestrian

crossing, or partial subways. At a signalized junction all bus shelters are accessed from at grade

signalized pedestrian crossings or zebra crossings. The junction signal cycle is designed to provide

pedestrian green face with a delay of less than 60 seconds. This would encourage pedestrians to

use the pedestrian crossing during the safe phase of the signal cycle, minimizing the risk of

accidents. Moreover since the bus infrastructure remains segregated from other motorized vehicles,

both physically as well by the signal cycle the risk of any accidents caused by weaving motor

vehicular and bus traffic is eliminated.

Conclusion: Physical infrastructure and signal cycles for buses shall be designed to make junction

bus shelters safer and more convenient for all.

Comfortable for Commuters/Pedestrians

Commuter comfort can be judge by reduced walking distance to access the system. Central bus

lanes allow bug shelters to be placed at a maximum distance of 20 m from the junction. This

reduces the walking distance of all commuters interchanging bus direction/routes at the junction and

also and also for a majority of commuters accessing the system from their homes and workplaces

on the side lanes. In case of side bus lanes, the bus shelters need to be placed at a minimum

distance of 150m before/after the junctions to allow weaving between right turning buses and motor

vehicle traffic at the junction. This also results in queuing leading to over spilling of bus lane on the

junction in case the bus shelter is after the junction and reduced efficiency. Caused by buses

stopping twice (once at the shelter and once at the red light) in case of before the junction side bus

shelters. Conclusion: Central Bus Lanes are better for commuter/pedestrian comfort.

Location along the Corridor

All bus stops generate the demand for pedestrian crossing to, acces,s the Shelters. Thus Shelters

need to necessarily be combined with safe pedestrian crossings. Also bus commuter, boarding and

alighting demand is highest at important junctions and nodes. This can be explained by the fact that

junctions allow multi directional access to the commuters and also that it allows them to interchange



209

between important bus routes and directions. Since junctions are signalized and allow safe

pedestrian crossings, it is advisable that bus shelter be located before all signalized junctions

(directly accessible by the pedestrian crossing). Also since a comfortable walking distance for

pedestrians accessing the bus shelter is 250 to 500m, it is advisable to space the bus shelters

between 500 to 700m.

Conclusion: Bus shelters will be located at all signalized intersection (on the before side), accessed

directly from a signalized pedestrian crossing. The shelters will be spaced 500 to 700m from each

other, if the signalized junctions are spaced at a distance greater than this, and if bus commuter

demand exists between these two junctions, a mid block bus shelters with a safe pedestrian

signalized (in case of at grade crossing) or grade separated access will be provided. Access to bus

shelters will be barrier free from the sides.

Location for bus shelter is more efficient for the BRT system just before the junction or

after/away from the junction

Buses need to stop at all bus shelters for 20 to 30 second to load/offload passengers. This time is

known as the dwell time for buses. Buses also have to necessarily stop at all signalized junction if

they encounter a red light, the probability of which is between 66 to 75%. By locating bus shelters

just before the junction it is possible to combine the bus dwell time with the bus waiting time at the

red light. This would reduce delays in the bus system and improves its average speed, making the

whole system more efficient. In this system buses cannot overflow in to the junction.

Conclusion: Bus shelters located just before the junction in central bus lanes add to the efficiency

of the BRT system.

Since most commuters need to access the junction for route or direction interchange. It is advisable

to provide the bus shelter at the junction under the flyover.

Conclusion: Bus shelters will be providing at the junction under the flyover (on the before side)

directly accessible through safe signalized pedestrian crossing.

Central bus lane design cope with the flyover situation

� The physical segregation of the central bus lanes can be discontinued, minimum 150m from

the foot of the flyover on both sides to allow for weaving between, motor vehicles using the

flyovers and buses accessing the bus shelters under the flyover. These weaving designs are

similar to those being used on new flyover designs in Jabalpur.

Conclusion: The physical segregation for central bus lanes is discontinued 150 m on both

sides from the foot of the flyover.

� Since most commuters need to access the junction for route or direction interchange. It is

advisable to provide the bus shelter at the junction under the flyover.

Conclusion: Bus shelters will be providing at the junction under the flyover (on the before side)

directly accessible through safe signalized pedestrian crossing.



210

CHAPTER – 19

IMPLEMENTATION PROGRAMS

The design & selection of location of BRTS Corridors & feeder as well as arterial roads has been conducted in

complete accord with City Development Plan’s City master plan for Jabalpur City. Various feeder roads,

arterial roads as well as corridors are already proposed in CMP for Jabalpur City.

The design & changes has been suggested as National Urban Transport Policy, also taking in consideration

CDP & city master plan of Jabalpur city.

19.1 List of Mobility Improvement Projects and Measures

The following projects have been identified by Consultant to improve the mobility needs of the

Jabalpur city and as required by the provisions in the National Urban Transport Policy:

Sl.No. Name of The Projects Approx. Cost (Rs.in

Cr.)

1. Roads & services

(i) Improvements of National Highways 300.00

(ii) Improvements of State Highways 200.00

(iii) B.R.T.S. Corridors 61.907 Km 740.00

(iv) A.R.P. Projects 350.00

(v) Development of M.R.-4 as Expressway 130.00

(vi) Sector Roads 250.00

(vii) Other Roads(Feeder Roads) 260.00

Sub Total 2230.00

2. R.O.B.s/BRIDGES/FLYOVERS

(I) Construction of new ROB’s 300.00

(ii) Widening of Existing ROB’s 140.00

(iii) Construction of River Bridges( Minor & Major) 142.00

(iv) New Flyovers 135.00

(v) Subways 1 45.00

Sub Total 662.00

3. Improvement of Junctions 41Nos. 45.00

4. Construction/ Improvement of

BusTerminals/Depot

(i) Upgradation of existing ISBT 1Nos. 15.00

(ii) Construction of new ISBT 1 Nos 75.00

(iii) Construction of new Regional Bus Terminals 100.00

(iv) Construction of new city Bus Terminals 200.00



211

(v) Construction of new Bus Depot 120.00

Sub Total 510.00

5. Construction/ Improvement of Parkings Facilities 40 Nos. 80.00

6. BRTS Services / Buses 150 Nos. 135.00

7. Development of Transport Nagar 5 Nos. 150.00

Grand Total 3912.00

19.2 Selection of Priority Projects / Measures in Phased manner

19.2.1 Phase I


Construction of Kundam Bye Pass


Sl.no. Road

Width within

the city

limits(m)

Outsides

the city

limits(m)

1 Mandala marg 30-35 40

2 Damoh Marg 30-45 45

3 Patan Marg 30-45 45

4 Kundam Marg 24-40 40

5 Old Mirzapur Marg 24-40 -

6 Gorakhpur Railway crossing to Gwarighat 24-30 -

7 Agricultural College (Adhartal) to Gwari Ghat

Agriculture college, Damoh Naka chowk, Ranitaal

Chowk, Madan Mahal Station, Chhoti line leveling


50-60 50-60

8 Tilwara Ghat to Khamaria

Medical College, Madan Mahal, Shastri Bridge,

Bus Stand, Naudra Bridge, Chandan Van,

Highcourt, Ghamapur Chowk, Katchghar chowk,

Satpulla, Ranjhi and Khamaria

50-60 50-60



212

3. Construction of M.R-4 Road

Katni bye pass to NH-12 via. Mahara jabalpur, Amkhera, Kachhpura, Garha, Narsinghpur road NH-12

which carries heavy traffic & connects major work center, important health centers & Educatinal centers.

4. Other Roads:

Sl.no. Discription of roads


1 Collectrate to R.D.V.V. via Science college

2 Katinga Tiraha to Gwarighat

3 Medical Tiraha to Byepass via Dhanvantari nagar

4 Damoh Naka to I.T.I.

5 Ghamapur chowk to Katinga Tiraha

6 I.T.I. to Byepass via Shukh

7 Circuit house to Gour river


1 Chandanvan to Teenpatti chauraha

2 Chhotiline fatak to Bandariya tiraha

3 Circuit house to Russel chowk

4 R.D.V.V. tiraha to Robertsganj via Lohiya Bridge

5 Ghamapur chowk to ranjhi via kanchghar

6 Madan Mahal chowk to Madan mahal thana

7 Railway bridge no. 1 to Kairab guest house

8 Gohalpur police station to Amkhera

9 Adhartall to Sobhapur railway crossing

10 Amkhera to Byepass

11 Ambedkar chowk to Railway bridge no.1

12 Ghamapur chowk to Raddichauki

13 Madanmahal railway station to Ranitall Hanuman Temple

14 Baldev bagh to M.R.4 Ukeri road

15 Ravindra tiraha to Amkhera


1 Rampur tiraha to Bergi Hill via Shakti Bhawan

2 R.D.V.V. to Dumna airport

3 Russel chowk to Bus stand via Krishna hotel

4 Shastri bridge to Madan Mahal station

5 Russel chowk to Shastri bridge via Jabalpur hospital



213

6 Sharda chowk to Sainik society

7 Damoh naka to Khemrai via chhota fawvara

8 Corporation chowk to P&T gate no.3

9 Ghamandi chowk to Ranitall via Garha Fatak

5. Intersection and Flyovers, R.O.B’s. & R.U.B’s.

At present 3 R.O.B's, 2 R.U.B's and 3 level crossings provide access across the railway line. Of the

three ROB's, Two are widely used. The two RUB's have low vertical clearance, thus heavy vehicles


seasons. Two level crossings at Gorakhpur and on Garha road witness severe congestion due to high

level of activities and presence of intersections on either side of the Railway crossing.

Influence of slow moving traffic is noteworthy on the city road network. Absence of exclusive tracks for

slow moving vehicles has resulted in slow moving vehicles sharing the road space with fast moving

vehicles thereby affecting stream speeds.

To avoid undue hindrance to traffic and to permit free flow traffic, Bridges on major roads are

necessary .The following Projects have been proposed to be taken up in phase I

* CONSTRUCTION OF BRIDGE OVER RIVER NARMADA

1 At Gwariqhat


1 Madan Mahal Railway Station and Chhotiline Crossing near shastri Bridge

* WIDENING OF RAILWAY UNDER BRIDGES AT MADAN MAHAL STATION

1 Shastri Bridge (Over Bridge)

* CONSTRUCTION OF FLY OVERS

1 Khermai to High Court Via Ghamapur Chouk

2 Damoh Naka

3 Ranital Chouk


1 Ranital

2 Raddi Chouki

3 Ghamapur

4 Hiqh Court

5 Naudra bridge

6 Nagar Nigam



214

7 Shastri Bridqe

8 Level Crossing

9 Ambedkar Choraha

10 Tripuri Tiraha

11 Medical Tiraha

12 Bandariya Tiraha

13 Vehicle Factory/Filtration plant tiraha

14 Adhartal Tiraha

15 Gohalpur Police Station Chouk

16 Sai Baba Chouk Civil Lines

19.2.2 Phase II


Construction of Mandla Bye Pass (Tilwara Ghat Brigde to Gour River via Gwarighat)


Sl.no. Roads

Width within

the city

limits(m)

Outsides

the city

limits(m)

1

Gour Bridge to Railway Station (Railway

Bridge No.4)

Empire Talkies, Kairab Guest house, Railway

Bridge No.- 2, Collectrate Chowk and Railway

station

50-60 50-60

2 Karmeta To Damoh Naka

Via Deen Dayal Chowk 50-60 50-60

3

Deen Dayal Chowk to Nagar Nigam Chowk

Ahinsha Chowk (Vijay Nagar), Ukheri Tiraha,

Labours Chowk, Ranitaal Chowk, Maluiya Chowk.

50-60 50-60

4 Raddi Chowk to Ghamapur Chowk 50-60 50-60

5

Maal Godown to Rani Durgawati University

Rly. Bridge NO.-1, Allahabad Bank Chowk,

Science College.

50-60 50-60

6


Chandanvan Tiraha, Bridge No.3, Shivaji ground,

Katanga Tiraha and Bandariya Tiraha

50-60 50-60



215

3. Primary Arterial Roads (A.R.P.) Construction/ Improvement:

These includes major city roads carrying heavy traffics and connecting sub divisions , Major work

centre , Important Health centres, and Educational centres

PROPOSED PRIMARY ARTERIAL ROAD (50 M.wide) (including Foot path,

central verge, drain, street light)

1 ARP-1

Katni bye pass to Kundum bye pass, Via Maharajpur, Richai, Madai, Mohnia

2 ARP-2

Katni bye pas to ARP4 at Kundum

3 ARP-3

NH-7 Adhartal to ARP-3 at Amkhera

4. Intersection and Flyovers, R.O.B’s. & R.U.B’s.

The following Projects have been proposed to be taken up in phase II


1 Shobhapur Vehicle Estate railway Crossing

2 Gorakhpur Railway Crossing

* WIDENING OF RAILWAY UNDER BRIDGES





5 Satpula Bridge (Over Bridge)

6 Garoha Bridge (Over Bridge)

* CONSTRUCTION,WIDENING AND REHALBITATION OF EXISTING BRIDGES

OVER NALA

BRIDGE WIDENING ON OMTI NALA

1 Ghamapur

2 Chhoti Omti

3 Ghantaghar

4 Naudra Bridge

5 Nav Bharat Press

6 Prabhat Bridqe



216

7 Madan Mahal

8 Sneh Nagar

* CONSTRUCTION OF NEW BRIDGE ON OMTI NALA

1 Nav Adarsh colony

2 Kachnar City Vijay Nagar

3 Wright Town

4 Lohiya Bridge Near MLB School


1 Madan Mahal Chouk

2 Katinga Tiraha

3 Nagrath Chouk

4 Karamchand Chouk

5 Malviya Chouk

6 Ghantaghar

7 Malgodam chouk Opp. S.P. Office

8 Aga Chouka

9 Labour Chouk Near Sneh Naqar

10 Gulaua Chouk

11 Dhanwantri Nagar Chouk

12 Ranmpur Tiraha

13 Baldeo bagh chouk

14 Bada Fowara Chouk

15 Chhota Fowara Chouk

19.2.3 Phase III

1. Secondary Road Construction/ Improvement:

Sector Roads (S.R.):

* PROPOSED SECTOR ROAD (30 M. wide) including Footpath, Central verge,

drain, street Light

Connecting Roads between ARP & Bye pass

1 SR1

2 SR2

3 SR3

4 SR4



217

5 SR5

6 SR6

7 SR7

8 SR8

9 SR9

2. Development of Subway & Road intersections

* DEVELOPMENT OF SUB WAY

1 At Mal Godam near Rly. Station


1 Badi Omti

2 Tularam Chowk

3 Darshan tiraha Ranjhi

4 Gautam Ji Ki Madiya Tiraha

5 Tyab Ali Chowk

6 Income Tax Chowk

7 Shivaji Chowk madam mahal

8 I.T.I ‘Y’ junction

9 Bada Pathar Ramjhi

10 Russel chowk

19.3 Expected Project cost of Projects in Phased Manner :

19.3.1 Phase -I

Sl.No. Name of The Projects

Approx. Cost

(Rs.in Cr.)

1. Roads & services

(i) Improvements of National Highways

Construction of Kundam Bye Pass 5.0 Km 100.00

(ii) Improvements of State Highways 200.00

(iii) B.R.T.S. Corridors

Agricultural College (Adhartal) to Gwari Ghat And

Tilwara Ghat to Khamaria

34.955Km 380.00

(iv) Development of M.R.-4 as Expressway 130.00



218

(v) Other Roads(Feeder Roads)


Collectrate to R.D.V.V. via Science college

Katinga Tiraha to Gwarighat

Medical Tiraha to Byepass via Dhanvantari nagar

Damoh Naka to I.T.I.

Ghamapur chowk to Katinga Tiraha

I.T.I. to Byepass via Shukh

Circuit house to Gour river


Chandanvan to Teenpatti chauraha

Chhotiline fatak to Bandariya tiraha

Circuit house to Russel chowk

R.D.V.V. tiraha to Robertsganj via Lohiya Bridge

Ghamapur chowk to ranjhi via kanchghar

Madan Mahal chowk to Madan mahal thana

Railway bridge no. 1 to Kairab guest house

Gohalpur police station to Amkhera

Adhartall to Sobhapur railway crossing

Amkhera to Byepass

Ambedkar chowk to Railway bridge no.1

Ghamapur chowk to Raddichauki

Madanmahal railway station to Ranitall Hanuman Temple

Baldev bagh to M.R.4 Ukeri road

Ravindra tiraha to Amkhera


Rampur tiraha to Bergi Hill via Shakti Bhawan

R.D.V.V. to Dumna airport

Russel chowk to Bus stand via Krishna hotel

Shastri bridge to Madan Mahal station

Russel chowk to Shastri bridge via Jabalpur hospital

Sharda chowk to Sainik society

Damoh naka to Khemrai via chhota fawvara

Corporation chowk to P&T gate no.3

Ghamandi chowk to Ranitall via Garha Fatak

260.00

Sub Total 1070.00





219

Chhotiline Crossing near Gwarighat

(ii) Widening of ROB (shastri Bridge) 35.00

(iii) Construction of Railway over Bridge Bridge at Madan

Mahal Railway Station

181.00

(iv)

a.

b.

c.

New Flyovers

Khermai to High Court Via Ghamapur Chouk

Damoh Naka

Rani Tal

135.00

Sub Total 356.00

3. Improvement of Junctions 16Nos. 20.00

4. Construction/ Improvement of BusTerminals/Depot

(i) Upgradation of existing ISBT 1Nos. 15.00

(ii) Construction of new ISBT 1 Nos 75.00

(iii) Construction of new Regional Bus Terminals 100.00

(iv) Construction of new city Bus Terminals 100.00

(v) Construction of new Bus Depot 120.00

Sub Total 410.00




Grand Total 2145.00

19.3.2 Phase -II

Sl.No. Name of The Projec

Approx. Cost

(Rs.in Cr.)

1. Roads & services

(i) Improvements of National Highways

Construction of Mandla Bye Pass (Tilwara Ghat Brigde to

Gour River via Gwarighat)

10 Km 200.00

(ii) B.R.T.S. Corridors

Gour Bridge to Railway Station (Railway Bridge No.4)

Karmeta To Damoh Naka

Deen Dayal Chowk to Madan Mahal Railway Station

Raddi Chowk to Ghamapur Chowk

Maal Godown to Rani Durgawati University

30.00Km 360.00



220


(iv) A.R.P. Projects 350.00

Sub Total 910.00



(ii) Widening of Existing ROB’s 105.00

(iii) Construction of River Bridges( Minor & Major) 66.00

(iv) Bridge Widening on Omti Nala

Ghamapur, Chhoti omit, Ghamtanagar, Naudara Bridge, Nav

Bharat Press, Prabhat Bridge, Nadan Mahal, Sneh Nagar

40.00

Sub Total 361.00

3. Construction/ Improvement of BusTerminals/Depot

(i) Construction of new city Bus Terminals 100.00

4. Improvement of Junction 15 Nos. 15.00




Grand Total 1530.00

19.3.3 Phase III

Sl.No. Name of The Projects

Approx. Cost

(Rs.in Cr.)

1. Roads & services

(i) Sector Roads 250.00


(i) Subways 1 45.00

3. Improvement of Junctions 10 Nos. 10.00




Grand Total 382.00



221

Chapter- 20

PREPARING OF PLAN AND VALUATION ASSETS

20.1 Need of Valuation:

The valuation of different Govt. / Private properties are done as per circle rate of Jabalpur and according

to house tax imposed by Nagar Nigam, which are on the main corridors of the B.R.T.S. to meet out the

maintenance cost of corridors for the sustainable system.

The valuation is done for increase on F.A.R. of the building and increase the income of Nagar Nigam by

imposing the as per F.A.R.

20.2 Concept and Methodology:

Land building method of valuation has been adopted in this case. In this method the total plinth area is

multiplied with the respective plinth area rates (based on the rates fixed by C.P.W.D.), and prevailing

market rate for similar type of building and by increasing thereafter taking the present cost of living index

and also making appropriate adjustments for the variation adopted in the construction including

provision for services to arrive at the cost reproduction of the building in 2009.

Depreciated value of the Building is then calculated taking in to account the total economic life of the

building, present age of the building and safe future life.

Additional of the extra items and the value of the land to the total depreciated value of the Building and

other structures which gives the fair market value of the property.

The valuation of the property on the basis of record and also facts figures made available by the owner

of the property, such as Photo copy of the registered sale deed of the Registrar office of the concern

district.

20.3 Valuation of Properties:

20.3.1 The valuation of Different assets along the corridor No. 01 (Agriculture College to Gwarighat):

S.

No.

Location of the Property. Reference Drawing No. Area of the

Property in sqm.

Valuation of the

Property in Lakhs.

1. Front Of Agriculture

College Gate

BRTS/MCJ/01/PP/

PARKING-01 500.00 15.00

2. Adhartal Chowk BRTS/MCJ/01/PP/

PARKING-02 300.00 9.00

3. Adhartal Chowk BRTS/MCJ/01/PP/

PARKING-03 907.50 27.23

4. Beside Anand Nagar Bus

Stand

BRTS/MCJ/01/PP/

PARKING-04 150.00 4.50

5. Raddi Chowk Opposite

Side Of Petrol Pump

BRTS/MCJ/01/PP/

PARKING-05 1000.00 30.00

6. Gohalpur Chowk BRTS/MCJ/01/PP/

PARKING-06 576.00 17.28

7. Near Abhinav Complex BRTS/MCJ/01/PP/

PARKING-07 1300.00 39.00

8. Regional Bus Stand BRTS/MCJ/01/PP/

PARKING-08 700.00 21.00



222

S.

No.

Location of the Property. Reference Drawing No. Area of the

Property in sqm.

Valuation of the

Property in Lakhs.

9. Tagali Chowk BRTS/MCJ/01/PP/

PARKING-09 1260.00 37.80

10. Aga Chowk BRTS/MCJ/01/PP/

PARKING-10 437.50 13.13

11. Malviya Chowk Beside

Traffic Police Station

BRTS/MCJ/01/PP/

PARKING-11 808.00 24.24

12. Nagar Nigam BRTS/MCJ/01/PP/

PARKING-12 625.00 18.75

13. Bus Stand Near Pawar

Hotel

BRTS/MCJ/01/PP/

PARKING-13 1000.00 30.00

14. In Front Of Anmol

Complex

BRTS/MCJ/01/PP/

PARKING-14 550.00 16.50

15. Badariya Tiraha BRTS/MCJ/01/PP/

PARKING-15 300.00 9.00

16. Rampur Chowk Beside

Bus Stand

BRTS/MCJ/01/PP/

PARKING-16 350.00 10.50

17. Ideal Estate BRTS/MCJ/01/PP/

PARKING-17 4150.00 124.50

18. Beside Narmada Classic

Pvt. Ltd.

BRTS/MCJ/01/PP/

PARKING-18 2500.00 75.00

20.3.2 The valuation of Different assets along the corridor No. 02 (Tilwara ghat to Khamaria):

S.

No.

Location of the

Property

Reference Drawing No. Area of the

Property in sqm.

Valuation of the

Property in Lakhs

1. Prince Hostel Of

Medical College

BRTS/MCJ/01/PP/

PARKING-01

1900.00 57.00

2. Forest Check Post BRTS/MCJ/01/PP/

PARKING-02

1250.00 37.50

3. Tripuri Tiraha BRTS/MCJ/01/PP/

PARKING-03

186.00 5.58

4. Near Madan Mahal

Chowk

BRTS/MCJ/01/PP/

PARKING-04

90.00 2.70

5. Chhoti Line Crossing BRTS/MCJ/01/PP/

PARKING-05

1000.00 30.00

6. Over Slab Omti Nala BRTS/MCJ/01/PP/

PARKING-06

1850.00 55.50

7. Naudra Bridge BRTS/MCJ/01/PP/

PARKING-07

2250.00 67.50



223

S.

No.

Location of the

Property


Property in sqm.

Valuation of the

Property in Lakhs

8. Collectrate Campus BRTS/MCJ/01/PP/

PARKING-08

2500.00 75.00

9. High Court BRTS/MCJ/01/PP/

PARKING-09

3640.00 109.20

10. Ambedkar Chowk BRTS/MCJ/01/PP/

PARKING-10

3050.00 91.50

11. Ghamapur Chowk BRTS/MCJ/01/PP/

PARKING-11

2000.00 60.00

12. Ramlila Maidan BRTS/MCJ/01/PP/

PARKING-12

1000.00 30.00

13. Near Gyan Bharti

School

BRTS/MCJ/01/PP/

PARKING-13

645.00 19.35

14. Shishu Vidya Peeth BRTS/MCJ/01/PP/

PARKING-14

1250.00 37.50

15. Satpula Bazar BRTS/MCJ/01/PP/

PARKING-15

5040.00 151.20

16. G.C.F. Factory BRTS/MCJ/01/PP/

PARKING-16

1200.00 36.00

17. Ranjhi Vehicle Factory BRTS/MCJ/01/PP/

PARKING-17

1000.00 30.00

20.3.3 The valuation of Different assets along the corridor No. 03 (Railway Plate form No. 04 to Gaur River):

S.

No.

Location of the

Property


Property in sqm.

Valuation of the

Property in Lakhs.

1. Before Railway

Bridge No. 02

BRTS/MCJ/03/PP/

PARKING-01 220.00 6.60

2. In Front Of Veterinary

College

BRTS/MCJ/03/PP/

PARKING-02 442.00 13.26

3. In Front Of ST

Analysis College

BRTS/MCJ/03/PP/

PARKING-03 2000.00 60.00

4. Before Bilhari Pump

House

BRTS/MCJ/03/PP/

PARKING-04 600.00 18.00

20.3.4 The valuation of Different assets along the corridor No. 04 (Damoh Naka to Khamaria):

S.

No.

Location of the

Property

Reference Drawing No. Area of the Property

in sqm.

Valuation of the

Property in Lakhs.

1. Deen Dayal Chowk BRTS/MCJ/01/PP/

PARKING-01 1100.00 33.00

2. Just After BRTS/MCJ/01/PP/ 2145.00 64.35



224

S.

No.

Location of the

Property

Reference Drawing No. Area of the Property

in sqm.

Valuation of the

Property in Lakhs.

Amritdham PARKING-02

3. Just Hanuman

Darwar

BRTS/MCJ/01/PP/

PARKING-03 1440.00 43.20

20.3.5 The valuation of Different assets along the corridor No. 05 (Deen dayal Chowk to Madan Mahal

chowk):

S.

No.

Location of the Property Reference Drawing

No.

Area of the

Property in sqm.

Valuation of the

Property in Lakhs.

1. Labour Chowk Slab Over Nala BRTS/MCJ/01/PP/

PARKING-02

60.00 1.80

2. Just After Ranital Chowk Slab

Over Nala

BRTS/MCJ/01/PP/

PARKING-03

150.00 4.50

3. Omti Nala Before Madan Mahal BRTS/MCJ/01/PP/

PARKING-04

2355.00 70.65

20.3.6 The valuation of Different assets along the corridor No. 06 (Raddi Chowk to Ghamapur chowk):

S.

No.


No.

Area of the

Property in sqm.

Valuation of the

Property in Lakhs.

1. Bahorabagh Chowk BRTS/MCJ/01/PP/

PARKING-01

200.00

6.00

2. Slab Over Nala BRTS/MCJ/01/PP/

PARKING-02

900.00

27.00

3. Under at O.H.T. BRTS/MCJ/01/PP/

PARKING-03

700.00

21.00

4. Beside at Akansa Hospital BRTS/MCJ/01/PP/

PARKING-04

225.00

6.75

20.3.7 The valuation of Different assets along the corridor No. 07 (Mall Godown to RDVV):

S.

No.

Location of the Property Reference Drawing No. Area of the

Property in sqm.

Valuation of the

Property in Lakhs.

1. Near Central Hospital

W.C.R.

BRTS/MCJ/01/PP/

PARKING-01 72.00 2.16

2. Central Hospital Road BRTS/MCJ/01/PP/

PARKING-02 275.00 8.25

3. Just After Railway Bridge

No. 01 Slab Over Nala

BRTS/MCJ/01/PP/

PARKING-03 100.00 3.00

4. In Front Of Bank Of India BRTS/MCJ/01/PP/

PARKING-04 1250.00 37.50

5. In Front Of Sai Baba

Temple

BRTS/MCJ/01/PP/

PARKING-05 750.00 22.50



225

20.3.8 The valuation of Different assets along the corridor No. 08 (Chandanvan to Teen Patti Chauraha):

S.

No.


No.

Area of the

Property in sqm.

Valuation of the

Property in Lakhs.

1. Before Railway Bridge No. 03. BRTS/MCJ/01/PP/

PARKING-01 750.00 22.50

2. After Shivaji Ground Chowk BRTS/MCJ/01/PP/

PARKING-02 2250.00 67.50

3. Bhagat Singh Chowk BRTS/MCJ/01/PP/

PARKING-03 200.00 6.00

20.3.9 The valuation of Different assets along the Feeder roads:

S.

No.


No.

Area of the

Property in sqm.

Valuation of the

Property in Lakhs.

1. Feeder Road No. 01 (Adhar

Tal To Shobhapur Railway

Crossing)

FR/MCJ/02/PP/

PARKING-01 770.00 23.10

2. Feeder Road No. 01 (Adhar

Tal To Shobhapur Railway

Crossing) Near M.P. Metal &

Steel Industries

FR/MCJ/02/PP/

PARKING-02 750.00 22.50

3. Feeder Road No. 02

(Gohalpur Police Station To

Amkhera)

FR/MCJ/02/PP/

PARKING-03 200.00 6.00

4. Feeder Road No. 02 (Near

Police Station Chauraha)

FR/MCJ/02/PP/

PARKING-01 2500.00 75.00

5 Feeder Road No. 03

(Damoh Naka To Khairmai

Via Chhota Favvara)

FR/MCJ/02/PP/

PARKING-01 1100.00 33.00


(Damoh Naka To Khairmai

Via Chhota Favvara) Along

With Hanuman Temple

FR/MCJ/02/PP/

PARKING-02 1250.00 37.50

7. Feeder Road No. 04 (Baldev

Bagh To MR-4 Ukheri Road)

Beside Electric Bus Station

FR/MCJ/02/PP/

PARKING-02 900.00 27.00

8. Feeder Road No. 04 (Baldev

Bagh To MR-4 Ukheri Road)

Slab Over Nala

FR/MCJ/02/PP/

PARKING-01 320.00 9.60


(Ghamandi Chowk To

Ranital) Slab Over Nala

FR/MCJ/02/PP/

PARKING-02 168.00 5.04



226

S.

No.


No.

Area of the

Property in sqm.

Valuation of the

Property in Lakhs.


(Ghamandi Chowk To

Ranital) Slab Over Nala

FR/MCJ/02/PP/

PARKING-01 120.00 3.60

11. Feeder Road No. 06 (Madan

Mahal Railway Station To

Ranital Hanuman Temple) In

Front Of P & T Gate

FR/MCJ/02/PP/

PARKING-01 125.00 3.75

12. Feeder Road No. 07 (Shastri

Bridge To Madan Mahal

Thana) In Side Home

Science College Campus

FR/MCJ/02/PP/

PARKING-01 1250.00 37.50


(Russelpur Chowk To

Shastri Bridge) In Side

Bhawartal Garden

FR/MCJ/02/PP/

PARKING-01 125.00 3.75


(Russelpur Chowk To Bus

Stand) In Side Bhawartal

Garden

FR/MCJ/02/PP/

PARKING-01 800.00 24.00


(Corporation Chowk To P&T

Gate No. 03) In Side Pd

Dwarika Prashad Mishra

Bus Stand Campus

FR/MCJ/02/PP/

PARKING-01 150.00 4.50


(Corporation Chowk To P&T

Gate No. 03) Beside Manas

Bhawan Campus

FR/MCJ/02/PP/

PARKING-02 450.00 13.50


Mahal Chowk To Madan

Mahal Thana) Near Madan


FR/MCJ/02/PP/

PARKING-02 2975.00 89.25


Mahal Chowk To Madan

Mahal Thana) Near Madan


FR/MCJ/02/PP/

PARKING-01 300.00 9.00


(Ambedkar Chowk to

Railway Bridge No.1

Existing Parking

Jabalpur High Court 300.00 9.00



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20.4 CONCLUSION:

Valuation is required for following purposes:

• To promote the PPP mode for developing land / calculate age of building / best suited land use for

earning or to make sustainable system for BRTS.

• To calculate the guideline rates & property cost for increasing house tax at BRTS corridor on the basis

of land use.

• To recommend Nagar Nigam / Town Planning / Development Authority department to increase FAR

Premium Rate of the property.

• So that minimum fair market rate of property & property cost will return to the authority.

Jabalpur City

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