MST-TSS Thane City Wide Simulation Report_Thane City Wide... · [email protected]...

MST-TSS Thane City Wide Simulation

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www.medulla-soft.com

+91 22 22612377 119, Himalaya House, Palton Road, Mumbai,

Maharashtra-400001

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MTTCWS/OT/TMC/CWProject/0001 Date: 28-08-2014 The City Engineer Thane Municipal Corporation Mahapalika Bhawan, Chandan Wadi, Panch Pakhadi Thane – 400 602 Maharashtra

Kind Attention: Sh K D Lala CC: Sh Mohan Kalal Subject: Inception Report

Dear Sir,

We, at MST TSS Thane City Wide Simulation, would like to express our heartfelt gratitude at being awarded the project for Traffic Data Collection and Development of Simulation model for Thane City Limits. We would also like to express our appreciation for the forward looking team at the TMC that has initiated this project, which will be of tremendous value for future planning and traffic management of the city. 2. As per the requirements of the tender, an inception report was to be submitted as the first deliverable, detailing locations of survey, methodology, schedule and study team. We have put together the same, with inputs from TMC technical team and Traffic Police and are pleased to submit it. We will then proceed to mobilize and deploy our survey teams in order to aggressively push the significant data collection activity which is required as part of the project scope. We will also be shortly submitting a request for secondary data to the TMC, based on our ongoing research of relvant and available studies that can help us build a better model for Thane City. 3. Our team will be submitting the Inception Report and first invoice for this project at your office today. We seek your guidance, support and encouragement in our endeavor to set a new benchmark and quality level for planning of cities in India and abroad. Best Regards,

For MST TSS Thane City Wide Simulation Rajiv Dinesh Project Coordinator +91 98100 31622 [email protected]

mailto:[email protected]

http://www.medulla-soft.com/

mailto:[email protected]

http://www.aimsun.com/

INCEPTION REPORT TRAFFIC DATA COLLECTION AND DEVELOPMENT OF SIMULATION MODEL FOR THANE CITY LIMITS

Submitted to:

Thane Municipal Corporation, Mahapalika Bhavan, Chandan Wadi Pachpakhadi,

Thane 400602, Maharashtra

Submitted by:

MST TSS Thane City Wide Simulation, 203, 204 Logix Technova IT Park,

Sector-132, Noida, Uttar Pradesh-201301. August 28, 2014

MST TSS Thane City Wide Simulation

Inception Report – City Wide Simulation, Thane Municipal Corporation

i | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n

TABLE OF CONTENT

INTRODUCTION -------------------------------------------------------------------------------------------------------------- 1

1.1 NEED FOR THE STUDY ---------------------------------------------------------------------------------------------- 3 1.2 OBJECTIVES OF THE STUDY ---------------------------------------------------------------------------------------- 3 1.3 SCOPE OF WORK ----------------------------------------------------------------------------------------------------- 4 1.4 KEY SUCCESS LEVERS ------------------------------------------------------------------------------------------------ 5 1.5 DETAILED METHODOLOGY ---------------------------------------------------------------------------------------- 6 1.6 TEAM COMPOSITION ----------------------------------------------------------------------------------------------- 7

CITY PROFILE ------------------------------------------------------------------------------------------------------------------ 8

2.1 LOCATION, LINKAGES AND CONNECTIVITY ------------------------------------------------------------------ 11 2.1.1 LOCATION ------------------------------------------------------------------------------------------------------------- 11 2.1.2 LINKAGES AND CONNECTIVITY --------------------------------------------------------------------------------------- 12 2.2 TOPOGRAPHY AND PHYSICAL SETTINGS --------------------------------------------------------------------- 13 2.3 DEMOGRAPHIC PROFILE ------------------------------------------------------------------------------------------ 14 2.4 ECONOMIC PROFILE ----------------------------------------------------------------------------------------------- 15 2.5 PHYSICAL GROWTH AND LAND USE PATTERN -------------------------------------------------------------- 15 2.6 TRANSPORTATION AND TRAFFIC OVERVIEW --------------------------------------------------------------- 17

CITY WIDE SIMULATION MODELLING -------------------------------------------------------------------------------- 21

SURVEY METHODOLOGY ------------------------------------------------------------------------------------------------ 29

4.1 NATURE AND TYPE OF INFORMATION REQUIRED --------------------------------------------------------- 30 4.2 IDENTIFIED SECONDARY DATA COLLECTION ---------------------------------------------------------------- 30 4.3 IDENTIFIED PRIMARY DATA COLLECTION -------------------------------------------------------------------- 32 4.4 HOUSEHOLD SURVEY ---------------------------------------------------------------------------------------------- 32 4.4.1 OBJECTIVE ------------------------------------------------------------------------------------------------------------ 33 4.4.2 COVERAGE ------------------------------------------------------------------------------------------------------------ 33 4.4.3 METHODOLOGY ------------------------------------------------------------------------------------------------------ 33 4.5 ON-BOARD BOARDING ALIGHTING AND PASSENGER O/D SURVEY ----------------------------------- 36 4.5.1 OBJECTIVE ------------------------------------------------------------------------------------------------------------ 36 4.5.2 METHODOLOGY ------------------------------------------------------------------------------------------------------ 36 4.6 INTERSECTION VIDEOGRAPHY SURVEY ----------------------------------------------------------------------- 39 4.6.1 OBJECTIVE ------------------------------------------------------------------------------------------------------------ 39 4.6.2 METHODOLOGY ------------------------------------------------------------------------------------------------------ 39 4.7 ORIGIN DESTINATION SURVEY ---------------------------------------------------------------------------------- 41 4.7.1 OBJECTIVES ----------------------------------------------------------------------------------------------------------- 41 4.7.2 METHODOLOGY ------------------------------------------------------------------------------------------------------ 41 4.8 USER SURVEY -------------------------------------------------------------------------------------------------------- 43 4.8.1 OBJECTIVES ----------------------------------------------------------------------------------------------------------- 43



ii | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n

4.8.2 COVERAGE ------------------------------------------------------------------------------------------------------------ 43 4.8.3 METHODOLOGY ------------------------------------------------------------------------------------------------------ 43 4.9 QUEUE LENGTH & SIGNAL PHASING PLAN SURVEY AT INTERSECTION ------------------------------- 46 4.9.1 OBJECTIVE ------------------------------------------------------------------------------------------------------------ 46 4.9.2 METHODOLOGY ------------------------------------------------------------------------------------------------------ 46 4.10 ROAD INVENTORY SURVEY ------------------------------------------------------------------------------------- 49 4.10.1 OBJECTIVE ---------------------------------------------------------------------------------------------------------- 49 4.10.2 METHODOLOGY ---------------------------------------------------------------------------------------------------- 49 4.11 TRAVLE TIME / SPEED & DELAY SURVEY -------------------------------------------------------------------- 51 4.11.1 OBJECTIVES --------------------------------------------------------------------------------------------------------- 51 4.11.2 DURATION ---------------------------------------------------------------------------------------------------------- 51 4.11.3 METHODOLOGY ---------------------------------------------------------------------------------------------------- 51



iii | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n

LIST OF FIGURES

Figure 1: Location Map of Thane in MMR ..................................................................................................... 2 Figure 2: Detailed Methodology ................................................................................................................... 6 Figure 3: Project Advisory & Review Panel .................................................................................................... 7 Figure 4: Geographical Location of Thane City ............................................................................................ 11 Figure 5: Major Road network passing through Thane ................................................................................ 12 Figure 6: Railway line passing through Thane ............................................................................................. 13 Figure 7: Land Use Area Breakup of Thane City ........................................................................................... 15 Figure 8: Proposed Land Use Map of Thane City ......................................................................................... 16 Figure 9: Growth of Total Motor Vehicles, Private Vehicles, Cars and Two Wheelers in Thane ..................... 17 Figure 10: Annual Growth Rate of Total Motor Vehicles and Private Vehicles .............................................. 18 Figure 11: Share of Private Vehicles (Cars & TW) and Other Vehicles in Thane ............................................ 18 Figure 12: Growth of Cars and Two Wheelers in Thane ............................................................................... 19 Figure 13: Annual Growth Rate of Cars and Two Wheelers in Thane ........................................................... 19 Figure 14: Share of Cars and Two Wheelers among Private Vehicles in Thane ............................................. 19



iv | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n

LIST OF TABLES

Table 1: Details of Thane Municipal Corporation ------------------------------------------------------------------------------ 10 Table 2: Demographic details of Thane ------------------------------------------------------------------------------------------- 14 Table 3: Land Use Area Breakup ---------------------------------------------------------------------------------------------------- 15 Table 4: Growth of Motor Vehicles in MMR ------------------------------------------------------------------------------------- 20 Table 5; Source of Data collection -------------------------------------------------------------------------------------------------- 31



v | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n

ANNEXURES

ANNEXURE - I Bus Rout location Map and Details of Route to be surveyed under boarding alighting and Passenger O/D Survey

ANNEXURE - II List of Intersections selected for Videography Survey ANNEXURE- III Location Map of O/D Survey ANNEXURE - IV Location Map of User Survey ANNEXURE - V Map of Road network to be covered under Road Inventory Survey ANNEXURE - VI Map of Road network to be covered under Travel Time / Speed & Delay Survey ANNEXURE - VII Schedule Chart of Activity under various stages of project and corrosponding Time-Lines



1 | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n

INTRODUCTION




The city of Thane, one of the fastest growing and developing cities in India, has the distinction of being the first in the country to be served by a rail system, through the Bombay-Thane railway line, which was opened in 1853. The city is located about 19 km inland from the coast on the north-eastern edge of Greater Mumbai. Index map showing the location of Thane inthe Mumbai Metropolitan Region is presented in the figure 1 below.

Figure 1: Location Map of Thane in MMR

Thane Municipal Corporation (TMC) is the second largest (in terms of population) municipal corporation after Greater Mumbai in the Region. Thane, since long, has been in the umbraof Mumbai. During the last couple of decades, however, Thane has been experiencing a rapid growth as it has become home for many industries and commercial centers. Due to constraints for growth in the Island city of Mumbai aided by high accessibility provided by rail services and spatial and




development policies pursued by the Government of Maharashtra in MMR, the number of economic activities hasseen a rapidly growth within the city. The process of growth and change needs to be sustained in the years to come.

1.1 NEED FOR THE STUDY

Traffic infrastructure in Thane faces high demands due to population growth, growing population of vehicles and increasing number of journeys being undertaken by the populace. It is therefore essential to adopt and apply the best planning tools available for improving management, development and planning in order to cater for the present as well as the future demand of transportation.

New technologies have highly increased the ability of administrative bodies to adopt a more scientifically validated approach towards the traffic problems of the city and to plan for suitable infrastructure. Micro and Hybrid Simulations are key technologies in this domain, which enables modelling of realistic traffic behavior and group dynamics in order to evaluate and optimize the impact of different changes in traffic infrastructure and demand of users on the performance of the traffic network and also to plan and develop sustainable traffic configurations and facilities.

The Thane Municipal Corporation (TMC) has engaged, MST TSS Thane City Wide Simulation (MTTCWS), a JV partnership of Medulla Soft Technologies Pvt Ltd, India (MST) and TSS Transport Simulation Systems SL, Spain(TSS) to develop a Base Model of the Thane City Municipal Limits in a Hybrid Simulation Framework, which captures the existing Demand, Supply, Control Parameters and Demand- Supply Interactions pertaining to traffic. The exercise will also include incremental surveys to supplement and update the existing Integrated Mobility plan for the City of Thane.

1.2 OBJECTIVES OF THE STUDY

Based on the need presented in the above section, the core objectives set for “City Wide Simulation Thane” are as follows:

I. Comprehensive data collection of traffic characteristics required to create the Hybrid Simulation model, and to reuse and update relevant existing information from previous studies

II. Development of a Base Model for the Thane City Municipal Limits in a Micro/ Hybrid Simulation Framework, which captures the existing Demand, Supply, Control Parameters and Demand Supply Interactions pertaining to traffic.

III. Benchmarking of transportation performance with cities of similar size. IV. Evaluation and optimization of the impact of potential interventions due to different

changes in traffic infrastructure and demand of users on the performance of the traffic network by using Simulation Framework. The options will be evolved based on recommendations from existing studies, problem identification by city officials and detection of inefficiencies in the system based on the development of the base simulation model.




1.3 SCOPE OF WORK

The scope of work for the Citywide Simulation study – Thane, to achieve the envisaged goals are as follows:

I. Study of existing and proposed transport characteristics network pattern by using Primary as well as Secondary Surveys;

II. To Identify travel pattern of residents of the local planning area/ urban agglomeration of Thane Municipal Corporation;

III. To carryout various primary traffic and transportation survey viz. Road Network Inventory, Origin-Destination (O/D), Intersection videography, Queue length, Signal phasing, Boarding Alighting, Passenger O/D, Household and User Survey.

IV. Development of Hybrid Simulation model by incorporating the traffic data collected through various primary and secondary surveys;

V. Validation and Calibration of developed Hybrid Simulation Model; VI. Help strengthen planning skills and transfer all data, planning model/ tolls with computer

software and knowledge obtained through the study to agencies such as TMC; VII. Evaluation of potential transportation infrastructure using developed Hybrid Simulation

Model; and VIII. Assess the need of various interventions identified under Integrated Mobility Plan, Thane.




1.4 KEY SUCCESS LEVERS

Our commitment to the success of this project will rest on the following key levers:

Organizational Experience &

Excellence

•MST is the pioneer of simulation based evaluation and optimization of trafficnetworks in India and has worked across multiple project types with private and public sector organizations across the country. •TSS has developed Aimsun, the world's premier Hybrid Simulation softwareand has also worked on large traffic networks across the world, including in New York, Sydney, Paris, Madrid, Singapore etc

Highly Skilled Personnel & Technology

•The team for this assignment includes highly skilled engineers, planners and researchers having Doctorates and Masters degrees from the most premier institutions across the world. Our Project Leader Dr Grant Mackinnon brings the experience of having worked on large sclae projects in New York, Sydney Paris, etc into this project. •Aimsun software being used for the project has been identified as the most advanced and adopted by most of the forward looking cities using simulations for decision making

Close Coordination with Client and

Capability Building

•Our focus is to work very closely with the TMC, utilizing and building on the wealth of experience and knowledge possessed by its officials and reusing the research already conducted for improving the traffic ecosystem in the city•Solutions will be developed keeping in mind the existing and proposed policies and regulatory frameworks of the TMC.•We will also be training the TMC technical team to use the Aimsun software and in the conceptual framework underlying such studies, thereby fulfilling the objective of creating highly skilled human resource capital for the client

Stakeholder Syndication

•The traffic ecosystem involves a multitude of stakeholders including Traffic Police, Logistic Services, Public Transport, Residents, Commuters etc•Our approach will be inclusive of the aspirations of the stakeholders and the same will be reflected in the solutions•This will be achieved through Stakeholder meetings, data collection and a rigorous feedback process

Feasible Solutions for Tangible

Results on ground

•A number of studies conducted in the past in India have not reflected in suitable transformation or impact on ground due to a lack of a focus on feasibility and ground realities or lack of actionable guidance. •Our recommendations will comprise tangible and feasible solutions including Quick Wins which can be immediately realized on ground, Traffic Management Solutions that can be implemented in near future as also Long Term Sustainable Solutions (infrastructural interventions)




1.5 DETAILED METHODOLOGY

Figure 2: Detailed Methodology

Introduction to the Assignment

Preparation and Submission of Inception Report

Literature Study and Web Research

Preliminary and Reconnaissance

survey

Demographic and socio

economic profile

Proposed Primary and Secondary

Surveys

Review of existing

secondary data

Identified Problems

Secondary Data Collection Primary Data Collection

Analysis of the Primary and Secondary Survey Data

Physical, Demographic, Socio-economic profileTravel characteristics

Various Maps on Transport Infrastructure

Road network inventory dataTravel Time/Speed & delay data

Intersection Traffic Flow Data User Willingness and travel characteristics

Bus Passenger Boarding Alighting & O-D Data

Building Road Network in Simulation

Defining Model Parameter

Inputting the defined Parameter

Institutional setup & Financing

City Level

Parking, Terminal and Pollution characteristics

Development of Base Simulation Model

Calibrating the Network

Validating Model

Preparation and Submission of Progress Report

Zonal Level

Corridor Level

Intersection Level

Infrastructure related

Preparation and Submission of Final Report

Stage -1 Inception Report

O-D Data at various Cordon Point in City

Stage -2 Progress Report

Corridor level Interventions

Impact assessment at various level

Improvement measures Evaluation

Evaluation of Potential intervention

Current situation understanding

Future scenario Development

Tanning to TMC officials

Presentation at each stage of Study

Capacity Development

Various Workshops for TMC officials and User

Building Understanding with TMC officials at Each stage

Stage -3 Final Report

Performance & Benchmarking

Current Public Transport

Road Network

Corridors

Intersections

Parking and Terminus

Recommendations

Infrastructure

Traffic Management

Parking and Terminus

Public Transport

Institutional Structure

Preparation and Submission of Draft Final Report

Comments of TMC officials

Comments of Stakeholders




1.6 TEAM COMPOSITION Proposed team for the assignment is selected based upon the technical capabilityrequired. As the assignment requires professionals having thorough knowledge of transportation as well as Microscopic as well as Macroscopic simulation and four stage modelling in urban scenario, thus a team has been selected which has years of experience in similar nature of work. The proposed team is as below:

Figure 3: Project Advisory & Review Panel




CITY PROFILE




The city of Thane is located on the North-East of the Salsette Island and on the Northern extremity of Greater Mumbai. In fact,boundaries of Greater Mumbai and Thane are contiguous and extend till Bhiwandi and Dombivli. The city is located on latitude 720 50' North with longitude 190 10' East. The Central railways main and local lines pass through the city, which connect the city to north-north east and south, southeast parts of the India.The city is located at the mean sea level on the northern part of the Konkan region

The important highways viz. Mumbai- Agra Road (NH-3), Mumbai-Pune-Bangalore Road (NH-4), Eastern Express Highway and Ghodbunder Road (an important link between Eastern Express Highway,NH-3 and NH-8) pass through Thane, which connect the city to all parts of India through road network and hence carry maximum traffic in the city road network. Because of this mature rail and road network, Thane city is well connected to Greater Mumbai, Kalyan, Dombivli and Ambernath. The important national port of Mumbai and Navi Mumbai are at about 25 -30 km from the city.The domestic as well as International airports are at the distance of about 15-20 km from Thane.

Thane became District Head Quarters and came up as an Industrial Town during 1960-70 in the post-independence period. The major industrial estates like Wagle, Kalwa, Kolshet and Balkum complex were developed and experienced significant growth during this decade. The city comprises of a number of lakes such as Siddheshwar Lake, Brahmala Lake, Jail Lake, Kachrali lake, Masunda Lake etc. Sir Patrick Geddes, an eminent British Town Planner during his visit to the city in 1915, was impressed by the lakes and had suggested preservation & beautification of lakes. The city is also known as Lake City because of the 35 lakes encompassing an area of about 40 Ha.The geographical jurisdiction of the Thane city spreads over an area of 128.23 sq. km.

Thane Municipal Corporationcame into existence on 1st October, 1982. The area of the Thane Municipal Corporation has been divided into 95 electoral wards. There are a total of nine Administrative wards, which called Prabhag Samitees. All the works of the TMC are plannedtaking into consideration these Prabhag’s namely Mumbra, Kalwa, Uthalsar, Kopri, Naupada, Majiwada, Vartaknagar, Waghle, and Railadevi.

The city’s proximity to the commercial capital of India and its location at the geographical centre of Mumbai Metropolitan Region has given tremendous impetus to the growth of housing and industries in and around the city. During the last two decades, a number of industries have come up in Thane-Belapur Industrial area, Wagle Industrial Estate, Kalwa Industrial Estate and Kolshet-Balkum complex along Thane-Ghodbunder Road.

As per census 2011, the population of TMC was 18.18 lakhs.Thane has experienced a rapid growth in population during last few decades. Annual population growth during 1991-2001 was 4.65%.

The details regarding the organizational structure and general transportation facilities have been presented in the table below.




Table 1: Details of Thane Municipal Corporation

1. Date of Establishment 1st October, 1982 2. Population 18, 188, 72 (2011 Census) 3. Area 128.23 Sq-Km

4. No. of Families 4, 436, 27

5. Slum Population 5,49,775

6. No. of Wards 95

7. Municipal Cooperators 95 + 5 (Including Members)

8. Municipal Employees 6540

9. Municipal Octroi Posts 18

10. Municipal Markets 4

11. Municipal Gardens 46 Gardens, 11 Parks for Children, 3 Picnic Spots, 9

Playgrounds, 16 Road Islands 12. Boating Centers 1(Masada Lake)

13. Pre-Primary School 56

14. Municipal Primary School 130

15. Length of Municipal roads 197.10 Km

16. Total Bus Routes in T.M.T 84

17. No. of Bus Trips 7214

18. No. of bus Depots 2 ( Kalwa, Wagle Estate)

19. Daily Km covered by T.M.T 46,943 Kilometers

20. No. of Bus Stops 110

21. Bus Stands 7

Source: CDP and IMP, Thane




2.1 LOCATION, LINKAGES AND CONNECTIVITY 2.1.1 Location

The city of Thane is located on the Northeast of the Salsette Island and on the Northern extremity of Greater Mumbai. In fact, boundaries of Greater Mumbai and Thane are contiguous. The city falls on latitude 720 .50' North with longitude 190 -10' East. The Central railways main and local lines pass through the city, which connect the city to north-north east and south-south east parts of the India. Recently the Thane-Turbhe local line has connected the city to Navi-Mumbai & Panvel node through the rail network. The Mumbai Agra road and the old Mumbai-Bangalore road, the two important national highways pass through the city, which connects the city to all parts of India through road network. Because of this rail & road network, Thane city is well connected to Greater Mumbai. The important national port of Mumbai and Navi Mumbai are at about 25-30 km from the city. The domestic as well as International airports are at the distance of about 15-20 km from Thane. Due to very shallow waters in the creek, during high tides, affording limited navigability, the city has lost its significance of having a historical port for county craft.

Figure 4: Geographical Location of Thane City

In the regional context, Thane Municipal Corporation (TMC) area is included in the Mumbai- Metropolitan Region (MMR) for which there is a regional plan. The important development activity in the region is development of Navi-Mumbai as another satellite city of Greater Mumbai, development of bulk shipping of oceanic harbor with integrated transportation network, development of Bandra-Kurla Complex and development of Kalyan Ulhasnagar - Ambarnath Complex.




This unique location and the geographical characterization have also affected the growth and placement of urban structures within the city. The centrality, easy accessibility, existing infrastructure, established market place, civic services, facilities and recent trend of tremendous developmental activities make this place more pivotal in MMR.

2.1.2 Linkages and Connectivity

Thane city is well connected with all major cities of India by road, railand airnetwork.

• Road Network:There are two important National Highways, which pass through the city

viz.Mumbai-Agra NationalHighway (NH)-3 and Mumbai-Bangalore (NH-4).

Figure 5: Major Road network passing through Thane

• Rail Network:The central railway's main and local lines pass through the city, which connect the city to all parts of India.Thane city is connected to Mumbai and Navi Mumbai through the local rail network. Refer to Figure 6 for Railway lines in Thane.




Figure 6: Railway line passing through Thane

• Water Ways: The important national port of Mumbai and Navi Mumbaiare at about 25-30 km from the city.

• Airways:The domestic as well as international airports are at the distance of about 15-20 km from Thane.

2.2 TOPOGRAPHY AND PHYSICAL SETTINGS

The city is characterized by high hills on one side and submersible marshland along the Thane Creek, and Ulhas River bank on the other side. The plain terrain forms a wide belt along the foothills & away from creek water, Ulhas riverbanks. Such a situation has also affected the growth and placement of various activities. The highway runs centrally through the plains and windings along the foot of the hills.

Climate

The Thane Climate is typically coastal, sultry and not very hot. The area receives average rainfall of 2500 mm to 3000 mm viz. in rainy season while the dry period is the summer and winter season.

Temperature

It is observed that the mean maximum temperature varies from 35oC to 40oC during the whole year. The temperature is maximum during the months of March to June with high humidity. The weather is more temperate during the months of December to February with temperature ranging from 25oC to 35oC being minimum out of the year.

Rainfall




Being situated along the western coast, the monsoon is usually experienced from beginning of June to end of September with annual mean rainfall of 2500 mm. The average rainfall in the city over the past decade has been observed to be about 2442.8 mm. Most of the rainfall received is a result of southwest monsoon, though occasionally some rainfall has been reported in the winter months (from the northeast monsoon) or in late summer (pre-monsoon showers).

Humidity

The range of variation in humidity is from 40% to 100%. The highest humidity is observed in the month of August. The overall humidity throughout the year in the city is on the higher side. The average humidity throughout the year is 44% and the maximum humidity experienced during the year in the monsoon months is about 98%.

2.3 DEMOGRAPHIC PROFILE The demographic characteristics i.e. the emerging trend in population growth, its characteristics, spatial distribution have a profound influence on the structure and size of the city. It is therefore essential and interesting to study the dynamics of population growth and structure of city.

Table 2: Demographic details of Thane

Population Year 1971 1981 1991 2001 2011 Population 261615 474170 795833 1361517 1818872

Demography Particular 2001 2011 Area 128.23 sq-km 147 sq-km Population 12,61,517 18,18,872 Decadal Growth Rate 58.52% 51.23% No. of HHs 2,83,486 - HH size 4.45 - Source: census 2001 and 2011

The census data reveals that the population of Thane has increased continuously since 1931. The increase was 68.6% during the decade 1941-51 and by 59% during 1951-61. The rate of growth was noticed to be 50.1% during 1961 -71. The annual growth rate during the decade 1971-81 works out to be 8.12%, which was the highest in the MMR. The rate of growth works out to be 6.78% during the decade 1981 -91 while the annual growth rate during the last decade was about 5.85%.

As per provisional reports of Census India, population of Thane in 2011 is 1,818,872; of which male and female are 966,293 and 852,579 respectively. As per census 2011, it is seen that the average female to male ratio in the city stands at 882 females per 1000 males.

Average literacy rate of Thane city is 91.36 percent (1,491,552) of which male and female literacy is 94.19 % (817,828) and 88.14 % (673,724). Total children (0-6) in Thane city are 186,259 as per figures from Census India report on 2011, of which 98,017 are boys while 88,242 are girls. Child sex ratio of girls is 900 per 1000 boys.




2.4 ECONOMIC PROFILE

The city of Thane has been a key center of industrial activities, which are considered as the engines of economic growth. The demographic profile shows continuous growth in the population of the city, which mainly attributes to the industrial, commercial, administrative and strategic development of the city. The overall economy is versatile and the city does not have a predominant economic base.

2.5 PHYSICAL GROWTH AND LAND USE PATTERN Major land use Major land use category in TMC is under forest and green zone. They together occupy 52% of the total are within the administrative boundaries. This distribution is as proposed in City Development Plan for Thane.The percentage distribution of land useacross the town is outlined in the table below along with a graphical representation. Table 3: Land Use Area Breakup

Land Uses Area in Ha. Residential Area 2665.61 Industrial Area 1254 Reservation Area 1267.65 Roads 742.97 Defence Area 122 Forest Area 3560 Green Zone Area 3211.77 Total 12824

Figure 7: Land Use Area Breakup of Thane City

Residential Area21%

Industrial Area10%

Reservation Area10%Roads

6%

Defence Area1%

Forest Area27%

Green Zone Area25%

Land Use Breakup of Thane City




Source: CDP, Thane

The present development is analyzed in the development plan from the point of view of availability ofland, followed by issues and concerns.

• Present sanctioned development plan shows 3682 Ha of land, which falls under forest, defence area, and is not available for development.

• The area under green zone and water bodies is 3211.77 Ha and as per the present sanctioned DP and development control regulations, this land is also not available for development.

• About 149 reserved sites and roads have been encroached and this situation needs to be tackled by adopting appropriate policy.

Figure 8: Proposed Land Use Map of Thane City

Source: CDP, Thane




2.6 TRANSPORTATION AND TRAFFIC OVERVIEW

Category wise motor vehicles in Thane has been compiled from the published information by Transport Commissioner’s Office, Maharashtra State for the period 1995-2007 and has been presented in the table below. Growth of total motor vehicles, private vehicles (cars & two wheelers), cars and two wheelers are presented in Figure and annual growth rates oftotal motor vehicles and private vehicles is presented in Figure. It can be noticed that, the annual growth rate has been decreased from about 20% to 11% over a period of 10 years. This trend may be due to saturated road network and parking facilities in the study area.

Share of private vehicles and other vehicles is presented in Figure. It can be observed that, the share of private vehicles has increased from 64% to 74% over a period of 10 years, which needs attention. The reasons could be several including lack of adequate or quality public transport and lower interest rates on vehicle loans offered by the banks. The trends need to be arrested by improving the public transport system in the study area.

Figure 9: Growth of Total Motor Vehicles, Private Vehicles, Cars and Two Wheelers in Thane




Figure 10: Annual Growth Rate of Total Motor Vehicles and Private Vehicles

Figure 11: Share of Private Vehicles (Cars & TW) and Other Vehicles in Thane

The annual temporal growth of Cars and Two Wheelers in the city of Thane has been presented in Figure 10 and the annual growth rates are presented in Figure 11 The annual growth rate of Cars and Two Wheelers has decreased from about 30% to 11% and 16% to 12% respectively over the preceding 10 year period. The decrease in annual growth rate of cars is steeper than the two wheelers. The trend may be due to saturated road network and inadequate parking facilities in the study area. By improving the public transport system in the study area, further decrease in growth rate of cars and two wheelers is possible. The share of cars and two wheelers among the private vehicles is presented in Figure 12. It can be concluded that, share of cars is increasing (23% to 34%) and that of two wheelers is decreasing (77% to 66%) over the period of the last 10 years.




Figure 12: Growth of Cars and Two Wheelers in Thane

Figure 13: Annual Growth Rate of Cars and Two Wheelers in Thane

Figure 14: Share of Cars and Two Wheelers among Private Vehicles in Thane

The comparison of growth of motor vehicles in areas like Greater Mumbai, Thane, Kalyan, Pen-Raighad and Navi Mumbai of MMR has been presented in Table 4 Total motor vehicle share of Thane in MMR has increased from 23% in 1996 to 32% in 2007. The Annual Growth Rate (AGR) of total motor vehicles in Thane area is highest compared to MCGM and MMR as a whole, thorugh the AGR has been decreased over a period of last 10 years.




Table 4: Growth of Motor Vehicles in MMR

Year GM Thane Kalyan Pen –Raighad

Navi

Mumbai

MMR Share Annual Growth Rate

GM Thane GM Thane MMR

1996 732,130 258,925 80,355 63,688 1,135,098 64% 23%

1997 809,149 309,341 94,926 80,742 1,294,158 63% 24% 10.52% 19.47% 14.01%

1998 863,247 361,728 110,636 96,359 1,431,970 60% 25% 6.69% 16.94% 10.65%

1999 917,895 403,314 123,360 109,093 1,553,662 59% 26% 6.33% 11.50% 8.50%

2000 969,730 451,193 144,536 124,786 1,690,245 57% 27% 5.65% 11.87% 8.79%

2001 1,029,563 513,516 158,185 141,728 1,842,992 56% 28% 6.17% 13.81% 9.04%

2002 1,069,499 577,189 171,784 159,016 1,977,488 54% 29% 3.88% 12.40% 7.30%

2003 1,123,199 653,697 188,404 176,162 2,141,462 52% 31% 5.02% 13.26% 8.29%

2004 1,199,416 755,097 209,662 202,369 2,366,544 51% 32% 6.79% 15.51% 10.51%

2005 1,294,940 848,274 231,803 227,106 30,030 2,602,123 50% 33% 7.96% 12.34% 9.95%

2006 1,393,647 926,158 257,494 262,114 62,018 2,901,431 48% 32% 7.62% 9.18% 10.23%

2007 1,503,445 1,025,594 287,443 302,229 95,249 3,213,960 47% 32% 7.88% 10.74% 10.77%

GM : Greater Mumbai , MMR : Mumbai Metropolitan Region, AGR: Annual Growth Rate

Source: Motor Vehicle Statistics, Government of Maharashtra, Note: Motor vehicles on road as on 31st March of the year

Thane Municipal Transport (TMT) operates the bus based public transport system with a fleet of 321 buses. From the employment generation and the travel patterns in the city, it is clear that Thane is largely dependent on Mumbai for most of its economic activity. Residents of Thane City and surrounding suburbs are using the Thane Station as an interchange for trips bound to Mumbai. So TMT buses are mainly catering as feeder system to people who have their destination in Mumbai or for the people who come to Thane city. The other major access modes are Auto and Private Vehicles.

Economic growth and spatial developments are quite often governed by the quality and quantity of transport infrastructure provided. While inadequate transport facilities create problems of congestion, delays and hazards causing significant socio-economic costs to the society, an over-supply, apart from being uneconomical, often acts counter to the long-term spatial development strategies of settlements and regions. Supplying and maintaining an optimal level of infrastructure is the key to planned de




CITY WIDE SIMULATION MODELLING




Simulation modelling is a very effective tool for analyzing a variety of problems, which cannot be easily looked into through existing analytical, non-computer based techniques. One of the main reasons for this is that a comprehensive formulation of the problem with current analytical methods is a difficult task and often we fail to capture the dynamics of the system completely.

Simulation models are extremely useful in describing these systems through mathematical logic and can be executed on software designed for the purpose. The simulation gives us results that are both graphical and statistical and this makes them extremely communicable to a variety of audiences.

The problem becomes complex as the size of the covered area and the elements increase. For example, we can fail to capture the effects of one junction on another via analytical tools and this only degrades our analysis when an entire network is under consideration. Traffic flow is a complex phenomenon and the propagation of one effect to other arterials and thus to other network elements is often misjudged if we do not demand the use of these highly sophisticated techniques.

Traditionally Transport planning has been done using development of Strategic Models or Macroscopic Models. These models map demographic patterns, macro level travel demand, land use patterns, available road infrastructure and public transport and broadly lay down the requirements of the traffic system. This is a key activity and lays the foundation for planning for a city’s mobility needs.

However, Macro models are static models, and do not much insight into the performance of traffic system. Whereas it may appear prima facie that sufficient infrastructure supply exists to cater to a major traffic demand, traversing the path in real life may result in an experience of congestion, jams and huge delays. Macro models are also not sufficient to evaluate factors such as the impact of signal cycles, dynamic route choice and traffic assignment as per emergent conditions.

Microscopic Simulation on the other hand involves the study of a localized area, paying significant attention to the geometric details, signal timings, available carriageway, vehicle-to-vehicle interactions etc. in order to closely replicate the conditions in real life. Such models exhibit close agreement with characteristics such as queuing, travel times, congestion patterns etc. when calibrated correctly. However, these models are computationally very expensive, and have a finite probability of some vehicle-to-vehicle interactions causing deadlock situations, thereby making them unsuitable for large network.

Mesoscopic Simulations operate at an interim level and are very suitable for modelling large networks, the size for example of Thane city. They reflect a much higher level of dynamic interactions within the network than a macro model, including dynamic traffic and route assignment as well as signal timing. They exhibit realistic queuing, queue spillbacks, network delays and other dynamic parameters. At the same time, they do not focus on individual vehicle-to-vehicle interactions and animated visualization, thereby making them computationally much lighter and therefore practical in terms of evaluating the performance impact of interventions at the city level.

For this exercise we have selected Aimsun software for development of the City Wide Simulation Model. This software has been acknowledged internationally as being among the best and it has been successfully used internationally for most projects of this size and complexity




Aimsun offers highly sophisticated Hybrid modelling, which means micro and meso simulations (the dynamic simulations) can be run simultaneously in a network. This allows us to inspect and experiment with a small part of the network, say while investigating a grade separator development at an intersection, which can be modelled at a high resolution and we can study the emergent vehicle-to-vehicle interactions. At the same time, the city wide ripple effect on the traffic performance can be simulated simultaneously as a meso model – thereby saving hugely on computational costs, increasing practicality of analysing more scenarios and acquiring dynamic results for the entire city wide network.

The images below show the simultaneous micro and meso simulation. The part of the model with actual vehicles shown is micro simulated, and has a feedback relation with the mesoscopic model (rest of the model) wherein queues congestions and delays in one model will affect the performance of the other.

Additionally, the choice of technology is further relevant and optimal for the following reasons:

1. TSS, the creators of the Aimsun software, are secondary consultants on this project. Thereby the best technology knowhow resides within the consulting team

2. The software is being fine tuned by TSS, building on MST's inputs and experience at an R&D level to further exhibit close similarity to traffic group dynamics in Indian conditions. This is an independent contribution by the consultant.

3. The software is capable of enhancement into a Real Time Decision Support System as and when the city of Thane chooses to deploy an Intelligent Transportation System

Such models have been developed in a number of cities across the world on Aimsun software including New York, Paris, Sydney, Rio de Janeiro, Belo Horizonte, Tokyo, Singapore, Hong Kong etc.




Developing the Hybrid Simulation Model

Importing the existing strategic model

As explained in the graphic above, the existing Macro Model developed as part of previous studies can be utilized to integrate the knowledge from that exercise into the output of the citywide simulation exercise. As a first step this model is imported into the system. This will include information on travel demand which has been developed based on demographic studies, land use studies and available infrastructure, modal and route choices. At this stage, we will have a basic model or the First Draft of the Base Model which can be simulated at different levels of resolution ie Macro or the dynamic simulation levels – Meso and Micro. It must be noted that the dynamic traffic characteristics are not captured in the strategic model, therefore resemblance between dynamic simulations run on this model and actual ground situation may be expected to be of low quality

Updating the model based on current surveys

It has been observed internationally that real life development in terms of land use, employment generation, tendency to purchase vehicles, modal shifts etc do not follow the theoretical models too closely. Although it is imperative to plan with a long term view, it is equally imperative to be adaptive and constantly update our knowledge through fresh surveys. Any dissonance between projected values or changes in pattern from prevalent patterns at the time of survey must be identified and resolved. Previous studies for Thane were conducted in the years 2006 and 2009. Additional studies for specific interventions have also been carried out in the years after. However, it is very important to have a comprehensive set of data collection activities to be carried every few years in order to maintain congruence between our planning and development objectives and the




reality on the ground. In our view, a time period of 5 years may be regarded as an ideal interval to reassess strategies based on fresh data

The numerous surveys and data collection exercise being performed as part of the study will be used to achieve the following:

1. Update user and commuter information - existing surveys such as OD surveys, Public Transit Surveys, User surveys etc are being performed to get an idea of current scenario. The output of these surveys are modelled and the results are compared with those from the existing strategic model. It is expected that there will be variations between the results due to changes in population, distribution of population between wards, demographic shifts in terms of employment, vehicle ownership etc. A number of iterations are carried out to fine tune the First Draft in order to have OD matrices and assignments that match the current scenario. This represents the Second Draft of the Base Model wherein macro level parameters have been updated and incorporated within the hybrid model

2. Get higher details and resolution on road geometry – this will help fine tune the road geometry in the Second Draft of the Base Model, as such information is only represented at a macro level in strategic models. This has a huge impact on issues like bottlenecking, efficient discharge of intersections, access management for traffic attractors and generators, potential for infrastructure development etc. and helps in identification and rationalization of traffic problems, clearly indicating configurations for potential solutions.

3. Acquire detailed traffic flow information – Turning movement counts by classification will be carried out at most of the intersections in the city. This provides an invaluable insight into the actual flow that is resulting from the requirements of people to travel from one part of the city to another. Heterogeneity of vehicle classes is a major influencer on traffic performance, and through this exercise we get a keen understanding of vehicle use patterns in different pockets of the city. We are also able to use this information to validate our model and fine tune decision making parameters of system users, in order to achieve group behaviour in the model that resembles the actual situation.

4. Acquire current traffic control plans and management policies like one ways, no left turns, etc Again this is dynamic information is not represented in the existing models. The Control parameters represent a significant part of the infrastructure and management which affects traffic flow. Once the relevant control models are developed, we have the possibility to test changes which may lead to improved flow. Additionally features such as pedestrian signals can also be incorporated to reflect the outlook of the city towards safe passage for pedestrians at intersections

5. Acquire traffic performance parameters - get detailed information from queueing surveys, travel time surveys to act as inputs in quantifying the performance and Level of Service currently being experienced by commuters. These details are also another very key contributor to the development of a reliable Simulation model that mimics real life effectively.

6. Update public transit information – Information regarding fleet frequencies, fleet timings, bus stop locations/ geometry etc is acquired in addition to qualitative information that has already been collected in terms of user mode choice, willingness to shift etc which concern public transit




For the purpose of dynamic simulation ie Meso and Micro modelling, typically the morning and peak traffic periods are modelled, as they represent the boundary conditions of the traffic system. Additionally Mid day models may also be developed, but they are typically found to be less useful for analysis and planning purposes. On incorporation of the high resolution supply data, demand data, control parameters, public transit we get the Third Draft of the Base Model.

Calibration and Validation

At this stage, all the new information has been collected, historic information updated and all these factors modelled into the Third Draft of the Base Model.

Finally, the network is calibrated and validated to closely represent the on ground situation across a number of parameters. This is done through fine tuning of a number of parameters which reflect how commuters using various modes interact with each other, satisfy their demand, make decisions on traffic manoeuvres like lane change, acceleration, routing, etc. as well as characteristics of the network itself such as broken roads, diversions, lane closures, construction work etc.

The parameters are fine-tuned iteratively, and a number of simulation runs are performed with each iteration to see close resemblance between the traffic performance parameters in the model in comparison with the data collected on ground.

This step is highly crucial as it determines the validity of the Simulation Model and its ability to provide realistic and reliable evaluations for planning objectives. We are proud to have working on this project, highly experienced personnel who have a proven track record of developing reliable models internationally as well as domestically.

Once the calibration and validation is complete, we have with us the Calibrated and Validate Base Model which we can use for analytic purposes

This network is then ready for testing future configurations and traffic interventions for their effectiveness.

Scenario Development

Simulation runs on the Hybrid Simulation framework provide a rich level of detail on the state of the traffic network including but not limited to:

1. Density 2. Flow 3. Queuing 4. Speeds 5. Travel Times 6. Level of Service 7. Emissions and Fuel Consumption

Many of these parameters are generated instantaneously, enabling us to take a snapshot of the system for that instant (see images below)




Prima facie, these help in identifying many of the problem areas in the network while also providing insight into the reasons for the same. For example, congestion on a particular link may be a result of insufficient capacity (road widening as a solution), insufficient green time (signal synchronization or signal phase change as a solution) or conflicting movements (grade separation or one-way system as a solution). Some measures may be implementable in a short term to solve such problems. To address the same, the approach would be identify feasible solutions, and then model the same in the network. This will involve change in supply, control parameters as also modelling the expected reaction of commuters to the changes based on our understanding of the underlying travel demand.

The new system is first run to establish a dynamic equilibrium (in a real world scenario, traffic movement always settles into an equilibrium based on the available choices on infrastructure, modes, tolling, etc.). Once equilibrium is established, performance parameters are derived. If required, some minor optimizations may be made to the model (slight variation of signal phase, change in location of ramps according to available geometry, bus bay shifting etc.). Thus, we can envisage, view graphically and get quantitatively the on ground impact of a proposed intervention. The advantage of Hybrid simulation is that while running a micro model in the concerned section of the model, we can also visualize the impact it will have on the entire city’s traffic, through the process of equilibration and simultaneous micro and meso simulation. The scenarios can also be modelled to view performance in future years, based on the strategic model information, which can help form the basis for projections of future year traffic.

This helps us to prioritize options based on performance and can use this in combination with other civic concerns connected with any development. The example given above describes the process for evaluating improvement options for a very local change. Additionally changes could involve, for example, the following:

1. Changes to infrastructure – eg: Development of grade separators, road widening 2. New Infrastructure development – eg: new expressway development




3. Public Transit measures – eg: Fleet increase, route changes, introduction of BRT, MRTS, HCTMR etc

4. Control and Traffic Management options – eg: Signal Synchronization, phase changes, AM/PM lane or road closures, adaptive signal systems etc

5. Parking and Hub Management – eg: Depots, Terminals and Parking policies (say on street parking allowed during off peak hours only, clearways, etc) can be evaluated using the simulation models

As part of scenario development, we will be working with TMC officials, sharing our insights from the model and drawing on their experience to identify the potential scenarios to be evaluated. As described in the example above, once the scenarios are identified, they can be evaluated and optimized to help in the decision making process. For such activities, it will also be important to get the inputs of other important stakeholders such as the Traffic Police.

Some examples of interventions evaluated internationally on Hybrid Simulation models include:

1. Sydney – CBD traffic improvement and evaluation of introduction of a Light Rail Transit System. The model has also been extended to evaluate interventions in other parts of the city

2. New York – The Manhattan model was one of the first hybrid models to be executed internationally. Some of the evaluated options were Transit Signal Priority and parking policies

3. Belo Horizonte – Implementation of BRT lanes was evaluated on a Simulation model 4. San Diego – The Hybrid Simulation model was further enhanced to provide Real Time

Decision Support, incident management etc. 5. Hong Kong – The model was used to integrate with pedestrian movement and assess vehicle

pedestrian interaction in the CBD




Survey Methodology




The traffic in Thane city is largely influenced by movement of Mumbai traffic as well as traffic from surrounding area like Kalyan, Dombivli, Greater Mumbai and Bhiwandi. Many trips are generated for work during the morning and evening hours to Mumbai and its surrounding area. To comprehend the ecosystem of the traffic movement in Thane we need detailed data of traffic characteristics and trips made by commuters and vehicles. The developed simulation model should reflect the richness and complexity of interactions occurring in the traffic network, to be able to help us realistically plan for future development. Primary data is proposed to be collected through the surveys detailed in the Project scope by TMC and secondary data will be gathered in the form of past studies conducted by TMC and MMRDA.

4.1 NATURE AND TYPE OF INFORMATION REQUIRED In this study IMP, 2031 will act as the base document and information given this document will be used as per the requirement. Database required for this are as follows:

1. Physical, Demographic, Socio-economic profile of the City 2. Transport System Characteristics 3. Road Network Characteristics 4. Traffic Characteristics (Volume/O-D). 5. Household Travel Characteristics 6. Travel Time / Speed & Delay Characteristics 7. Public Transport Characteristics 8. User Characteristics at Terminal and major activity centers 9. Tourist Circuit 10. Institutional set-up, Financing. 11. Plan Policies, Development Program 12. Willingness to shift characteristics 13. Willingness to pay characteristics 14. IPT characteristics

4.2 IDENTIFIED SECONDARY DATA COLLECTION At the beginning of the chapter, a strong case is made for listing secondary data before engaging in primary survey and data collection. The potential benefits of beginning any study with secondary data are very realistic, including the prospect that in some cases availability of relevant secondary data may avoid the need for primary survey to be undertaken at all.

Secondary data is the data, which has been collected by individuals or agencies for purposes other than those of our study. No study should be undertaken without a prior search of secondary data.Objectives for Secondary survey are:

• To keep the cost low and to produce results in time. • To get variation over time. • To get the basis for Primary survey. • To reduce the overall timeline of the study

Identified secondary data to be collected:

1. Physical, Demographic, Socio-economic profile




2. Traffic Characteristics (Volume/O-D) 3. Road Network Characteristics 4. Terminal Characteristics 5. Parking Characteristics 6. Ward Map 7. Planning Sectors Map 8. Signal Phasing Plan 9. Speed & Delay Characteristics 10. Tourist Circuit 11. Institutional set-up, Financing 12. Plan Policies, Development Program 13. Pollution Characteristics

Table 5; Source of Data collection

S. No. Aspects Components Source 1. Area and

Population Total Planning area Total Population Municipal CorporationArea Municipal Corporation population Ward wise population Ward wise area Ward wise density Average Household size

TMC Census 2011 TMC TMC TMC TMC TMC TMC

2. Maps Road Network Map Land Use Map (previous, current and Proposed) Jurisdiction Map (if any)

TMC TMC TMC

3. Road Network

Road classification Road Inventory Road Improvement proposals Pavement Type

TMC TMC TMC /PWD TMC /PWD

4. Transport System

Vehicle registration Data Public transportFleet Public Transport/IPT Routes Parking Spaces Terminals Info (passenger/good) Accident Data Fare

RTO Transportation Department Traffic Police, TMC TMC TMC, Police Station TMT

5. Traffic management systems

Traffic Volume Data Traffic signs Local Traffic regulations Signal Phasing

TMC Traffic Police Traffic Police Traffic Police, TMC

6 Urban Transport Model and pervious Study Report

Previously prepared model and Survey Data Previous Traffic and Transportation Study(If any)

MMRDA,TMC TMC




4.3 IDENTIFIED PRIMARY DATA COLLECTION The set of primary data to be collected to serve as inputs into the simulation model is as follows:

i. Geometry, design and Current Condition of all major Roads ii. Directional traffic movement on major intersections iii. The time required to travel from one point to another point. iv. Traffic Signal cycle and phase details v. Queue lengths at intersections and other important different locations vi. Public Transport facilities and Routes vii. Origin, Destination data for different vehicles viii. Trip generation pattern

In order to fulfill the cited aim, various primary surveys need to be conducted in the study area such as:

i. Household survey ii. Boarding alighting survey and Passenger Origin – Destination Survey

iii. Intersection Traffic Volume count using videography iv. Origin – Destination survey v. Queue length survey at Intersections

vi. Travel time/Speed & Delay Survey vii. User survey

viii. Road inventory survey

Detailed methodology for each survey is presented in the subsequent sections of this report. One important focus for us while conducting the various surveys is the deployment of surveyors proficient in the vernacular language, both for establishing a good connect with respondents and to generate local employment and skill building opportunities.

4.4 HOUSEHOLD SURVEY Socio-demographic characteristics, activity patterns and travel behavior are interrelated. In order to effectively understand transport demand and supply, personal as well as socio-demographic characteristics such as age, gender, employment status, caste, religion, family size, income levels, etc. must be taken into consideration. The study of travel behaviour based upon these characteristics will also help ensure that transport proposals are inclusive (that is, the benefits, and costs are distributed proportionally across socio-demographic sectors). Therefore, it is essential to collect the above information while conducting the household survey for the comprehensive and inclusive mobility plan. The income data gathered might not be representative. Therefore, for determining the income status it is important that details on household assets are also collected during the household survey.

In the household survey methods that are conventionally employed, trips are often grossly under reported, especially for the members within the family who passively participate in the interview. The result is that both short-distance and obligatory trips are vastly under-reported. Where good




data on social groups and building conditions are available, a variety of techniques is available to overcome this shortcoming. In this case, it should be possible to stratify the population with a reasonable accuracy and conduct a more detailed travel survey for a small but representative sample. For this survey, the travel diary method is considered as the most comprehensive tool. It provides details on each activity and how much time spent on activity and travel to and from the activity. In India, the flipside of using this method is that it requires extensive efforts from the respondent and might not work in cases where the respondent is illiterate. To meet this challenge, the respondent might be asked to recount his or her travel behaviour on the previous day, and all trips, including the trip-chains, short distance and causal trips are carefully noted down by the surveyor (as done in the conventional method). This partly fulfilled the Origination-Destination survey data, collected through survey at Cordons and Screen Lines

4.4.1 Objective

• To collect Household, Socioeconomic and Travel characteristics. • To assess the variation in mobility on account of Socio-Economic factors. • To assess the vehicle ownership characteristics of the City.

4.4.2 Coverage

Sample size and sample selections are important concepts to consider when designing any survey. The sample size will determine the precision of an estimate, or the likelihood that a survey estimate represents the true value in the population. It also determines the ability to detect a difference between two measures, such as showing that the Income group of 10,000-15,000 is lowest without a sufficient number of subjects, it will be difficult to detect an effect that is sought.

An average sample of 3 % of the total households shall be covered under this survey. Systematic random sampling technique, with sample proportionate to population of zones shall be selected.

4.4.3 Methodology

A stratified sampling method shall be adopted for the purpose of the survey. The survey questionnaires consisting last day trip detail, socioeconomic character and vehicle ownership detail are asked to each household member. For this complete city is divided in to number of zones and then based on the household no. sample is collected from each zone. Once the number of households to be surveyed from each sub-area is determined by use of Stratified Systematic Sampling, specific households will be selected for survey. To get the sampling interval, or the space between each selected household, divide the total number of households by the sample size.

Each ward under Thane Municipal Corporation (TMC) is considered as Traffic Analysis Zone (TAZ) and based on the proportion of household travel characteristics are captured. Schedule for data collection for this survey is provided in a separate document of this report in form of annexure.




Thane Municipal Corporation Mahapalika Bhavan, Chandan Wadi Pachpakhadi, Thane

400602,Maharashtra

HOUSEHOLD SURVEY NAME OF ENUMERATOR: _______________________________ DATE & DATE:______________ TIME:________

LOCATION:_______________ WARD NO.:______________ FORM NO.____________

HOUSE HOLD SOCIAL CHARACTERISTICS

Name of Head of Family:_________________________________ Ownership: Owner____ Tenant_____

Address:______________________________________________

Vehicle Ownership: Car

2 Wheele

r Cycle Others

Household Size:_____ Male :____ Earners :________

_________

________

_______

________

Female:____ Students:_______

PERSONAL INFORMATION

PERSON AGE SEX EDU* Occupation**

Work ACT*** Place

DIST.(KM)

Income****

Spending***** on Transport/Month(Rs.) Cellphone user*****

1

2

3

4

5

6

*EDUCATION ***WORK ACTIVITY ****INCOME **OCCUPATION ******SPENDING

1 Illiterate 1 Worker/Earner 1 <3000 1 Business 1 0-500

2 Primary 2 Housewife 2 3000-5000 2 PVT. Service 2 500-1000

3 Below Sec. 3 Student 3 5000-10,000 3 Govt. Employee 3

1000-2000

4 Sec. 4 Child 4 10,000-20,000 4 Laborer

4 2000-5000

5 Higher Sec. 5 Retired 5 20,000-30,000 5 Professional

6 Graduate 6 Unemployed 6 30,000-50,000 6 Others(Specify)

7 Post Graduate 7

Other (Specify) 7 50,000-1,00,000

8 Technical

8 1,00,000-5,00,000

9 Other

9 >5,00,000

Person No. Trip No. Link Trip* Origin Destination PURPOSE**

Mode ***

DIST. (KM) Time (MIN.)

Cost (Rs.)

Frequency/week (In Days)

1




2

3

4

5

6

*LINK TRIPS **PURPOSE ***MODE

0 Walk W Work 1 Car

1 Cycle E Education 2 Bus

2 Cycle Rickshaw B Business 3 2-Wheeler

3 2 Wheeler S Shopping 4 3-W/Auto

4 Car R Recreational/Social 5 Taxi

5 Bus O Others 6 Cycle Rickshaw

6 Auto/Tempo H Home 7 Cycle

7 Taxi

8 Walk

8 Others




4.5 ON-BOARD BOARDING ALIGHTING AND PASSENGER O/D SURVEY On-Board boarding alighting and passenger O/D survey are generally used to assess the current and future demand of available public transportation system in the city. The envisaged objective and methodology of this survey are detailed below.

4.5.1 Objective

Approaches to demand estimation for public transport systems often use either primarily boarding-alighting data counts or travel survey data, based on a sampling of households. However, in the absence of a mechanism to capture transfer trips, boarding-alighting data have difficulty in providing accurate demand estimation for large, complex transit systems. Travel survey data also present challenges in the estimation of total demand, when the demand is extrapolated from a limited sample of the population. The errors in this extrapolation often limit the estimation of demand to a coarse-grained zone-to-zone travel, as opposed to a fine-grained bus-rail stop to bus-rail stop.

4.5.2 Methodology

Boarding-alighting survey will be conducted by travelling through the transit and counting the number of passengers boarded and alighted from the public transport mode at each stoppage point. It also involves capture of detail on origin, destination, excess trip, dispersal trip from passengers travelling in public transport.

List of Boarding Alighting location and schedule of activities for the survey is provided as annexures to this report.




Thane Municipal Corporation Mahapalika Bhavan, Chandan Wadi PachpakhadiThane 400602, Maharashtra

BUS PASSENGER BOARDING/ ALIGHTING SURVEY

Name of Surveyor…………………………………………… Route No………………………………………….. Bus No…………………………………………... Date………………….. From…………………………………………………. To………………………………………………….. TIME…………………… NO. OF PASSENGER AT STARTING OF ROUTE……………………………………….. Bus Stop Name Arrival Departure Bus holding time (sec) Delay in Jam (sec) BOARDING(No.) ALIGHTING(No.)




Thane Municipal Corporation, Mahapalika Bhavan, Chandan Wadi Pachpakhadi, Thane 400602, Maharashtra

PASSENGER ORIGIN-DESTINATION SURVEY IN BUS

TIME:- NAME OF ENUMERATOR:-

S.NO BUS ROTE FROM TO

DISPERSAL TRIP MAIN LINE HAUL TRIP DISPERSAL TRIP

DESTINAT-ION

MODE USED

DIS. (KM)

TIME (MIN)

FARE (Rs)

WAIT TIME (Sec)

ORIGIN PLACE

DIS. (KM

PURP-OSE

TIME(MIN)

FARE(Rs) DESTINATION

MODE USED

DIS. (KM)

TIME (MIN)

FARE (Rs)

WAIT TIME (Sec)

DAILY COMMUTER(Y/N)

Mode: - Auto – 1, Cycle Rickshaw – 2, T. W – 3, Taxi – 4, Walk – 5, Bicycle – 6

Medulla Soft Technologies& Transport Simulation System

Inception Report – City Wide Simulation, Thane Municipal Corporation,


4.6 INTERSECTION VIDEOGRAPHY SURVEY These surveys are conducted in order to appreciate the traffic characteristics in terms of average daily traffic, traffic composition, peak hour’s traffic, directional split and vehicle classification at individual intersections. The survey will be conducted for a duration 12 hours on a normal working days, detailed objective and methodology of this survey is explained as under.

4.6.1 Objective

The purpose of these surveys is to collect data on the number and types of vehicles which are making specified movements at a junction (turning counts) at different times of the day. Volume of traffic is expressed as a rate of flow, usually either as vehicles per hour (veh/h), in particular the peak hour demand on the road, or vehicles per day (veh/day). This information plays a very crucial role in capturing the dynamic nature of how traffic demand in the city is actually being met and helps bridge the gap between theoretical strategic models and the ground situation.

4.6.2 Methodology

In this study, videography technique of data collection is adopted for data collection on traffic volume at intersection. This makes it easy to refer to the conditions at any point in the future, will also serving audit purposes. The video data is then tabulated in the form of turning movement counts by manual counting process. Manual counting ensures higher accuracy, due to the highly heterogenous nature of traffic in India.

Total Three hundred major intersections are selected to perform videography survey and collect data on traffic characteristics of each arm. Schedule for the activity is provided in annexure to this document.




Thane Municipal Corporation Mahapalika Bhavan, Chandan Wadi Pachpakhadi, Thane 400602,Maharashtra

Classified Traffic Volume Count Survey at Intersection

Location: Road Number: Direction: Date: Weather: Day:

Motorised Traffic Non-Motorised Traffic

Passenger Vehicle Goods Vehicle

Time interval Car Taxi Two

wheeler 3wh

Bus

3wh Goods Pick-Up

LCV 2-Axle Truck

3-Axle Truck MAV Tractor

Tractor with

Trailer Cycle Cycle

Rickshaw Animal

cart Others

(pl. Spec.) Minibus School

Bus Bus

(Govt) Bus (Pvt)




4.7 ORIGIN DESTINATION SURVEY The main objective of this survey is to obtain information on travel pattern of passenger and goods vehicles at cordon line along with the trip desire in terms of destined to originated from and through trips to the study area. This survey needs to be conducted for at least 16 hours on a normal working day, detailed methodology and objectives of this survey are detailed as under.

4.7.1 Objectives

Origin-destination (O-D) data is used to analyze the effect of proposals for change (for example, a new traffic management scheme, or a new road) on travel through a study area. The O-D data is kept constant, but routes and journey times can be changed; the impact of the proposal on individual trips and cumulative volumes, travel times, and costs can be assessed. O-D data is usually presented as a matrix of trip volumes between each origin and destination. The origin and destination points are the start and end zones of a trip, but can also be the entry and exit points on the study area cordon. The Simulation model can be made to reflect more realistically how different demands in the city arise, on the basis of incorporation of this OD data.

4.7.2 Methodology

The interview method is generally used for recording of the information for the origin and destination surveys. The time of conducting the survey is recorded for each sample and the detail of occupancy, type of commodity, frequency, travel time are generally asked by distributing the sample in each mode equally.

i. Outer Cordon O/D Survey – An imaginary line circumscribing the boundary of the study area is termed as cordon point, if the location lies on the outer boundary of the study area is termed as outer cordon point, Total number of outer cordon identified for O/D survey are 14.

ii. Screen Line O/D Survey – Imaginary lines along the physical and natural barriers, having road-crossing points within the study area, are termed as screen lines. The screen lines were delineated in order to check the accuracy of data collected and for the validation purpose for demand forecasting model. Total 17 Screen lines have been identified to perform the survey.

iii. Inner Cordon O/D Survey - An imaginary line circumscribing the boundary of the study area is termed as cordon point, if the location lies in the inner of the study area is termed as inner cordon point, Total number of inner cordon identified for O/D survey are 19.

O/D survey location map and format as well as Schedule of activities are provided as an annexure to this document.





ORIGIN DESTINATION SURVEY

CORDON POINT LOCATION: LOCATION : DAY & DATE: DIRECTION FROM: TO: NAME OF SURVEYOR:

Sr. No. TIME VEHICLE

TYPE OCCUP-ANCY

ORIGIN DESTINATION TRIP DETAILS COMMODITY DETAILS

PLACE TEHSIL/ DIST./STATE PLACE TEHSIL/DIST./

STATE DIST. (KM)

TIME (Min.) PURPOSE TYPE WEIGHT

(TONES)

Coding:Cycle – 1, Cycle Rickshaw – 2, 2 Wheeler – 3, Car – 4, Bus- 5, Auto/Tempo – 6, Taxi – 7, Trucks – 8, Others - 9

SHEET NO.: ____________




4.8 USER SURVEY The objective of this survey is to appreciate the user characteristics for commuters (trip length, travel cost, user requirement, and deficiency in transport infrastructure). Detailed methodology and objectives of this survey is elaborated below.

4.8.1 Objectives

• To develop understanding of user Travel characteristics. • To assess the variation in mobility on account of Socio-Economic factors. • To assess the willingness of user based on the mode available for shifting. • Characteristics of users to use different available facility of transportation.

4.8.2 Coverage

An average sample of 2000 per mode viz. car users, two wheeler users, Suburban rail users, Bus users, auto rickshaw users,cycle/NMV users and pedestrians, would be taken, by Systematic random sampling technique, with sample prop,ortionate to age, gender and income classification. The numbers of locations identified for this survey are nine.

4.8.3 Methodology

A stratified sampling method is adopted for the purpose of the survey, Data shall be collected through manual questionnaire at site by the enumerators and then need to be extracted and inserted in spreadsheet format at an off-site location.

Location map of User survey and schedule are provided as annexure to this document.




Thane Municipal Corporation Mahapalika Bhavan, Chandan Wadi Pachpakhadi, Thane 400602,

Maharashtra

User Survey

Form No: ___________________ Enumerator: _________________________ Location: __________________ Date and Time of Survey: _________________________

Dear Sir/ Madam,

This is a User survey being carried out by TMC to identify the needs of the visitors plan the space for their convenience in the future. Your response will form a valuable input in deciding the nature of developments to be undertaken. Thank you for your time.

1. Purpose of visit:

Office Business Shopping Leisure Any Other ____________(Pls. Specify)

2. Gender: Male Female

3. Age group: 10-20 yrs 20-35 35-50 >50

4. Visited as: Group Individual

If visited as group, the number of people in group______________

Any Children/ Physically handicapped person (s) in your group? If Yes their number________________

5. How frequently do you visit this Place?

Daily Weekly Monthly Occasionally

6. Which mode did you use to reach this Place?

Local Train Bus Auto Grameen Seva 2-Wheeler Car Walk Cycle

If Bus, what kind of Bus

BEST Bus Tourist Bus Mini Bus RTV Chartered Bus

If Metro/ Bus: Time from home to metro or bus stop

Upto 10min 10min – 15 min 15-30min >30min

If Metro/ Bus: Time from metro or bus stop to destination

Upto 10min 10min – 15 min 15-30min >30min

7. Origin of Trip ______________

Distance between the Origin and This Place_____________________(in Km)

How are the transport facilities (footpaths/ stairs, feeder services etc.) within the this area?

1 2 3 4 5

1 2 3 4

1 2

1 2

1 2 3 4

1 2 3 4

1 2 3 4

1 2 3 4 4

1 2 3 4 5 6 7 8

1 2 3 4 5




Excellent Very Good Good Bad Very Bad

8. Time spent in this area

Up to 30min >30min – 1 Hr >1hr-2 Hr >2Hr

9. Are you using/ buying any facilities/products, provided by hawkers? Yes No

10. House hold income of visitor

<10,000 10,000-25,000 25,000-50,000 >50,000

11. Please give the order of priority (rank) of facilities that might be useful to you -

1. More Parking space 2. Resting /seating

3. Drinking Water 4. Better Walkway space

5. Additional Signage/information kiosks 6. Toilets

7. Any Other (Please specify) ______________________________________________

STATED PREFERENCE SURVEY FOR CURRENT CARS AND 2-WHEELERS USERS ONLY -

Parking Location and Pricing

I. How much distance are you willing to walk from the parking place to your site

Upto 500m Upto 1km Upto 1.5 km

II. How much can you pay for a better parking service (4 hours charge)?

Rs. 20 Rs. 20-50 Rs. 50-100 >Rs. 100

Shuttle service from parking

III. If there is a better facility for parking at a distance and bicycle/ cycle rickshaw shuttle service is

provided for movement to This Place, are you willing to use them?

Bicycle-------------Yes No

Cycle Rickshaw-- Yes No

Wheel Chair------Yes No

If yes, how much are you willing to pay for the shuttle service?

<Rs. 10 Rs. 10-20 Rs. 20-30 >Rs. 30

Shift from Car/ 2-Wheeler due to high parking charge

IV. At what parking charge (4 hour charge) will you shift from Car/ 2-Wheeler to other options?

Rs. 50 Rs. 50-70 Rs. 70-90 >Rs. 90

Which mode are you likely to shift to?

Local Train Bus Auto-Rickshaw Taxi Two-Wheeler

1 2 3 4

1 2

1 2 3 4

1 2 3

1 2 3 4

1 2

1 2

1 2

1 2 3 4

1 2 3 4

1 2 3 4

5




4.9 QUEUE LENGTH & SIGNAL PHASING PLAN SURVEY AT INTERSECTION 4.9.1 Objective

Delay is extra journey time incurred when a vehicle is impeded, in excess of the journey time if not impeded. Most delays in an urban area arise at junctions or accesses. Junction delay is a measure of junction performance, usually presented in the form of average delay per vehicle. The data can be used to compare junctions and indicate those most in need of improvement (either in design or in control) or to compare junction delay before and after an improvement. Queue length information is critical in achieving good calibration of simulation models and also helps us to identify congestion in the city.

4.9.2 Methodology

There are two alternative survey techniques, which are the Stopped Vehicle Count Method (counting the number of stationary queuing vehicles at fixed time intervals) and the Elevated Observer Method (timing sampled individual vehicles from a high vantage point). When comparing delay survey results (for example, in a before and after study), it is essential that the same survey method has been used.

In this study, stopped vehicle count method is adopted to collect the data on delay by counting the length of queue built at each arm of intersection.

List of Intersection identified for Queue length, Signal-phasing plan and Schedules of activities is provided as an annexure to this document.




Thane Municipal Corporation, Mahapalika Bhavan, Chandan Wadi Pachpakhadi, Thane 400602, Maharashtra

PHASING PLAN OF INTERSECTION SURVEY

DAY:

DATE &TIME

FORM NO:

NAME OF SUPERVISOR

NAME OF ENUMERATOR:

4

3

1

2

NAME & CODE ARM (NAME) MOVEMENT PHASE GREEN TIME RED TIME AMBER TIME CCTV (Y/N)

1 1 Left 1 2 Straight 1 3 Right




Pedestrian

Phase All





Pedestrian

Phase All





QUEUE - LENGTH SURVEY

Location………………………….. Arm No…………………………….. Day & Date…………………………………….

Direction From………..To.……………

Name of Enumerator:…………………………

Time Queue Length Time (In min.) No. of Vehicles in Queue

Queue Length(In meter)

Vehicle Left in Queue after Green Time

1

2

3 Draw Intersection sketch with the No. on each Arm, considering the example given on Extreme Left




4.10 ROAD INVENTORY SURVEY 4.10.1 Objective The road infrastructure consists of links, junctions, parking spaces and terminals. The physical characteristics which will influence its use include its current geometrics and pavement structure, its traffic controls (signs, signals, road markings, and parking restrictions), sidewalks, shoulders, adjacent land use, service provision (for example, gas, water, electricity, telephones) and the intensity of non-traffic activities which encroach upon road space (for example, hawkers, builder's materials, market stalls etc.). The purpose of the inventory survey is to record this information.

4.10.2 Methodology The detail of an inventory survey can be varied to suit needs. Which is adaptable to meet different levels of detail. An approximate, but simple survey method involves Surveyors walking or driving along a link, and locating objects or points by the distance (chainage) along the link and the off-set from the centre line. Chainage can be taken from a vehicle odometer or measured by pacing, or measuring wheel. As far as possible, inventory Surveyors should be restricted to observation and measurement, as opposed to making any judgments.

Map of Road network covered and Schedule of activity related to road inventory survey is provided in annexure to this document.





Road Stretch Name:………………………………………… Name of Enumerator……………………………………………. Day & Date………………………………………………………………

ROAD INVENTORY SURVEY

Road Name

Node Number

Length (in

Kms)

No. of

Lanes

Divided/ Undivided

Carriage Way Width(m)(Curb to Median) Footpath

Right Of

Way Width

(m)

Any Auto Stand (On

street/ Off

street )

Any Taxi Stand (On street/Off

street)

IS it a bus

Route? (Yes/ No)

No of Designated Bus stops

OFF-street Parking

On-street Parking

(Yes/No)

Encroachments on footpaths/Shoulders Encroachment on Road Street

Lighting cross-section of

road

From node

To node

LHS

Width (m)

Median Width

(m)

RHS Width

(m)

LHS RHS

Type (P/UP)

Width (m)

Type (P/UP)

Width (m) Present/Absent LHS RHS (Yes/No) (Yes/No)

Road width Encroached

(m)

Type of Encroachment* Yes/ No

*Type of Enroachment: P - Parking, H - Hawkers, B - Building Material, O - Others




4.11 TRAVLE TIME / SPEED & DELAY SURVEY

Speed and Delay survey is conducted to understand the traffic congestion on road segments. This survey used to find the average speed in the network. Delay is the total amount of the time wasted during the trip due to the traffic congestion. It is used to calculate the average delay for different vehicles in peak hour traffic at individual survey locations. This survey is carried out result for arterial, sub arterial and small roads.

4.11.1 Objectives

Travel time factor is an important component in the trip distribution using the gravity model. This derived from the travel time matrix created all zones in the study area. The road network of the study area will be classified into Nodes and Links. In order to arrive at the minimum time taken to travel between zones, the travel time between successive nodes requires to be conducted by speed and delay survey.

4.11.2 Duration

Floating car observer method is generally adopted for carrying out the study. This survey needs to be carried out along the primary and secondary roads in Thane during peak as well as non-peak hours of the day.

4.11.3 Methodology

Car is generally used for this purpose. Three observers are required to conduct the survey. One observer will have the stopwatch to calculate the time. The second observer will take care of the distance covered by the vehicle, whereas the third observer will perform the job to note down the points on which the survey will be carried out. After covering all the points, and analyzing the time taken and the distance covered, the reverse process is repeated in the same way. Travel time data helps in calibrating the simulation model as it is one of the key group dynamic characteristics of traffic systems

Map of corridors adopted for Travel time survey and Schedule of activities are provided as an annexure to this document.




Thane Municipal Corporation Mahapalika Bhavan, Chandan Wadi Pachpakhadi, Thane 400602, Maharashtra

SPEED AND DELAY SURVEY (FLOATING CAR METHOD) ROAD FROM: __________________ ROAD TO: __________________ DATE&DAY: __________________

ROUTE NO.: __________________ NAME OF ENUMERATOR: __________________ TRAVELTIME:-

______________________

LINK MILEAGE METER READING JOURNEY TIME (MIN) DELAY

From Node To

Node Start End

NET DISTANCE (KM)

Start End NET Time

(min.) Time (Sec.)

Location Cause

of Delay

CAUSE OF DELAY: 1. TRAFFIC SIGNAL, 2. CONJETION, 3. CONSTRUCTION/ REPAIR WORKS, 4. RALLY / VIP PASSING, 5. OTHE

ANNEXURE – I



i | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n

Bus Routes on which the Origin & Destination survey would be done are presented in thetable below, with their locations shown on map:

Bus Routes:

S.No Bus Route No./Name of Route Name of the location(Bus Stops)1 06/ Vrundawan Society to Wagle Aagar 1 Vrundawan Society

2 Rabodi Police Station3 Shreerang Society4 Casel Mill5 Uthalser Naka6 Police Line\Shala No-77 Court Naka8 Jambhali Naka\Tembhi Naka9 Talav Pali10 Thane Station11 Gaon Devi12 A.K.Joshi Vidyalay13 Shahu Market14 Hari Niwas15 Panch Pakhadi16 Parmat Niketan17 Corporation Bhawan18 Nitin Company19 Ramchandra Nagar20 Road No 1621 Sant Dnyaneshwer Nagar22 Kamgar Hospital23 Sawarker Nagar24 Indira (Vidya) Nagar25 Wagle Aagar

2 08/Thane (E) to Shashtri Nagar 1 Thane (E)2 Siddharth Nagar3 Swami Vivekanand Chawk4 Anand Nagr/Malhar Cinema5 Teen Hath Naka6 Lueas Wadi7 Nitin Company8 Sambhaji Nagar9 Cadbury10 Cadbury Company11 J.K.Remond12 Vartak Nagar13 Building No-314 Shashtri Nagar

3 09/Thane to Shivai Nagar 1 Thane Station2 Talav Pali3 Tembhi Naka4 New Shakti Nagar5 Khopat6 Pujani Estate7 Cadbury8 Remond9 Vartak Nagar10 Building No-311 Satvi Naka12 Shivai Nagar

4 10/Thane to Upawan 1 Thane Station2 A.K.Joshi Vidyalay



ii | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n

3 Shahu Market4 Hari Niwas5 Vandana Cinema6 Mahakali Talav7 S.T.Work Shop8 Pratap Cinema9 Narli Pada / Uthalsar10 Siddhi Vinayak11 Majiwada Bridge12 Usval Park13 Subhash Nagar14 Voltas Company15 Gandhi Nagar16 Glxco17 Vasant Vihar18 Divya Devi19 Nilkand Terminal20 Nilkhand Upawan

5 11/Thane to Kokanipada 1 Thane Station2 A.K.Joshi Vidyalay3 Shahu Market4 Hari Niwas5 Vandana Talkies6 Makhmali Talav7 S.T.Work Shop8 Khopat9 Panjane Estate10 Cadbury Company11 J.K.Gram (Remond)12 Vartak Nagar13 Building No-314 Shashtri Nagar15 Divya Devi Nagar16 Shivai Nagar17 Khandelwal Estate18 Bhu Kendra19 Upawan-120 Upawan-221 Gawand Baugh22 Kokanipada/Nilkhand

6 12/Thane to Pawar Nagar 1 Thane Station2 Talav Pali3 Court Naka4 Hotel Samira5 School No-7 (Shrein Hospital)6 Kesar Mill7 Gokul Nagar8 Muktai Nagar9 Osval Park10 Subhash Nagar11 Voltas Company12 Gandhi Nagar13 Javahar Nagar14 Vasant Vihar15 Lok Gram16 Eden Wood17 Pawar Nagar

7 13/Thane to Kalwa Aagar 1 Thane Station



iii | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n

2 Talav Pali3 Civil Hospital4 R.T.O Office5 Court Naka6 Kalwa Naka7 Kalwa Aagar

8 16/Thane to Yevur 1 Thane Station2 Talav Pali3 Tembhi Naka4 New Shakti Mill5 Khopat6 Pujani Estate7 Cadbury Company8 Remond9 Vartak Nagar10 Building No-311 Satvi Naka12 Devdaya Nagar13 Shivai Nagar14 Bhu Kendra15 Kotheri Stand16 Yevur Gaon17 Hills18 Ronacha Pada19 Yevur

9 20/Thane to Kajuwadi 1 Thane2 Mahapalika Bhawan3 Shahu Market4 Hari Niwas5 Panch Pakhadi6 Parmarth Niketan7 Mahapalika Bhawan8 Namdev Wadi9 Nitin Company10 Ramchandra Nagar11 Luis Wadi12 Kajuwadi

10 23/Vrundawan Society toLokmanya Nagar

1 Vrundawan Society2 Shreerang Society3 Rabodi Police Station4 Casel Mill5 Police Line6 Central Maidan7 Court Naka/Civil Hospital8 Jambhali Naka/Tembhi Naka9 Talav Pali10 Thane Station11 Gaondevi12 Shahu Market13 Hari Niwas14 Forest Office15 Teen Hath Naka16 Johnson & Johnson17 M.P. Chawk18 Automatic Company19 Passport Office20 Tilak Nagar Junction21 Ambika Nagar22 Agriculture



iv | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n

23 Jai Bhawani Nagar24 Kamgar Hospital/Yashodhan Nagar25 Ingale Nagar26 Lokmanya Nagar

11 27/Thane to Majiwada 1 Thane Station2 Talav Pali3 Jambhali Naka4 Tembhi Naka/Court Naka5 Central Hospital6 Police Line7 Consels Mill8 Gokul Nagar9 Muktai Nagar10 Majiwada11 Majiwada Gaon

12 35/Lokmanya Nagar To Kharigaon 1 Lokmanya Nagar2 Dole Nagar3 Yashodha Nagar4 Aai Mata Mandir Chawk5 Ronal Plaza6 Coras Company7 J.K.Gram (Remond)8 Cadbury9 Majiwada10 Nitin Company Highway11 Royal Challeng Rest12 Nitin Company13 Panch Pakhadi (TNC Office)14 Mahanagar Palica15 Advokat Almera16 Vandana Cinema17 Hari Niwas18 Ice Factory19 A.K.Joshi Vidyalay20 Thane Station(W) ,(Alok Hotel)21 Thane Station Old TMT Depot22 Thane Railway Station23 Prabha Talkies24 Talav Pali25 Jambhali Naka26 Court Naka27 Central Maidan/Civil Hospital28 R.T.O.Office29 Kalwa Bridge30 Kalwa Naka31 Manisha Nagar32 Sahyadri Society33 Sarkar V.P.M Vidyalay34 Dattya Wadi35 Khare Gaon Naka36 Parsik Bank37 Devki Nandan

13 39/Thane to Parsik Nagar 1 Thane Station2 Talav Pali3 Tembhi Naka4 Civil Hospital



v | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n

5 R.T.O.Office6 Shivaji Chawk7 Manisha Nagar8 Sahyadri Society9 Sukar Park10 Dutt Wadi11 Kharigaon Naka12 Parsik Shiv Mandir13 Raj Park14 Parsik Nagar15 Vastu Anand16 Subhash Tower17 Amrut Aangan18 Reti Bunder

14 40/Thane to Kharigaon 1 Thane Station2 Talav Pali3 Jambhali Naka4 Sherin Hospital5 Court Naka6 Central Maidan7 R.T.O.Office8 Kalwa Bridge9 Kalwa Naka (Shivaji Chawk)10 Manish Nagar11 Sahyadri Society12 Sarkar Vidyalay13 Datya Wadi14 Khari Gaon Naka15 Car Shed (Parsi Naka)16 Deygri Naka (Khari Naka)

15 43/Kisan Nagar to Kharigaon 1 Kisan Nagar2 Balsara3 Route No-164 Passport Office5 Automatik Company6 Mulund Chek Naka7 Wagle Estate Post Office8 Johnson & Johnson9 Teen Hath Naka10 Forest Office11 Hari Niwas12 Ice Factory/Shahu Market13 A.K.Joshi Vidyalay14 Gaondevi15 TMT Old Depot16 Thane Station17 Talav Pali18 Jambhi Naka19 Civil Hospital20 Central Jail21 Central Maidan22 R.T.O.23 Kalwa Pul24 Kalwa Naka25 Manisha Nagar26 Sahyadri Society27 Sahakar V.P.M (Sukar Park)28 Danta Wadi



vi | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n

29 Kharigaon Naka30 Parsik Bank31 Devki (Kharigaon)

16 46/Thane to Purna 1 Thane Station2 Dadoji Konddev Stadium3 Mahagiri Koliwada4 Court Naka5 Saket Tower6 Pada No-37 Balkum Pada No-18 Balkum9 Chamunda10 Kasheli11 Hanuman Complex12 Durgesh Park13 Kallher14 Pipe Line15 Kopar16 Purna

17 48/Thane to Panchganga 1 Thane Station2 Dadoji Konddev Stadium3 Mahagiri Koliwada4 Court Naka5 Rabodi6 Panchganga

18 51/Thane to Waghbil 1 Thane Station2 Talav Pali3 Tembhi Naka4 Civil Hospital5 Police Line6 Casel Mill7 Gokul Nagar8 Muktai Nagar9 Majiwada10 Kapur Bawdi11 Tatvanyan Vidyapith12 R Mall (Law Kin)13 Manpada14 Mulla Baugh15 Bramhan16 Patli Pada17 Dongari Pada18 Waghbil Naka19 Vasant Lila20 Swastik21 Gondhalwadi22 Damayant Smurti23 Waghbil Gaon

19 52/Thane to Patlipada 1 Thane2 Talav Pali3 Tembhi Naka4 Civil Hospital5 Police Line6 Casel Mill7 Gokul Nagar8 Muktai Nagar



vii | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n

9 Majiwada10 Kapur Bawdi11 Tatvadnyan Vidyapith12 Lowkin Company13 Manpada14 Mulla Baugh15 Bramhand16 Patli Pada

20 53/Thane to Ovala 1 Wagle Aagar2 Dnyansarita3 Indira Nagar4 Kamgar Hospital5 Wagle Police Station/Sant Dnyaneshwar Nagar6 Road No-167 Ramchandra Nagar8 Nitin Company9 Mahapalica Bhawan10 Panch Pakhadi11 Hari Niwas12 Shahu Market13 Gaon Devi14 A.K.Joshi Vidyalay15 Thane Station16 Talav Pali17 Jambhli Naka18 Civil Hospital19 Court Naka20 Central Maidan21 Police Line22 Casel Mill23 Gokul Nagar24 Muktai Nagar25 Majiwada26 Kapur Bawdi27 Tatvadnyan Vidyapith28 Lowkin Company29 Manpada30 Mulla Baugh31 Bramhand32 Patli Pada33 Dongari Pada34 Waghbil Naka35 Panchamrut36 Batata Company37 New Shala Maha Vidyalay38 Anand Nagar39 Sainath Nagar40 Kasar Wadavali41 Garib Nagar42 Ovala

21 54/Thane to Kasar Wadavali 1 Thane2 Talav Pali3 Tembhi Naka4 Civil Hospital5 Police Line6 Casel Mill7 Gokul Nagar8 Muktai Nagar



viii | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n

9 Majiwada10 Kapur Bawdi11 Tatvadnyan Vidyapith12 Locking Company / R.Mall13 Manpada14 Mulla Baugh15 Bramhand Naka16 Hiranandani Patli Pada17 Dongri Pada18 Waghbil ( Naka)19 Panchamrut20 Muchhala College21 Anand Nagar22 Sai Nagar ( Sai Baba)23 Kasar Wadavali Naka24 Kasar Wadavali

22 55/Thane to Azad Nagar 1 Thane2 Talav Pali3 Tembhi Naka4 Thane Hospital5 Police Line6 Casel Mill7 Gokul Nagar8 Muktai Nagar9 Majiwada10 Kapur Bawdi11 Tatvadnyan Vidyapith12 Lowkin Company13 Manpada14 Mulla Baugh15 Bramhand16 Sent Xevier Vidyalay17 Azad Nagar18 Bramhand Fez-319 Swastik Park20 Bramhand Fez-521 Bramhand Fez-622 Bramhand Bus Stop

23 57/Thane(E) to Meera Road 1 Thane2 Talav Pali3 Tembhi Naka4 Civil Hospital5 Police Line6 Casel Mill7 Gokul Nagar8 Muktai Nagar9 Majiwada10 Kapur Bawdi11 Tatvadnyan Vidyapith12 Lowkin Company13 Manpada14 Mulla Baugh15 Bramhand16 Patli Pada



ix | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n

17 Dongari Pada18 Waghbil19 Panchamrut20 Batata Company21 Mahavidyalay22 Anand Nagar23 Kasar Wadavali24 Ovala25 Posh Mata Mandir26 Bhainder Pada27 Gaimukh28 Kashimira Police Station29 Chena Pul30 Varsova (Pul)31 Varsova Road32 Ghodbunder33 Western Express34 Kashimira35 Green Admi36 Aditya37 Civil Park38 S.K.Stone39 Shital Garden40 Naya Nagar41 Meera Road

24 58/Lokmanya Nagar to Meera Road 1 Lokmanya Nagar2 Dole Nagar3 Yasho Dhan Nagar4 Sawarker Nagar5 Kamgar Hospital6 Jai Bhawani Nagar7 Agriculture8 Ambika Nagar9 Bredma Fobbre Company10 Route No-1611 Passport Office/M.I.D.C12 Wagle Industrial Estate Office13 Automatic Gate14 West Estate15 Johnson & Johnson16 Teen Hath Naka17 Forest Office18 Hari Niwas19 Ice Factory20 Shau Market21 A.K.Joshi Vidyalay22 Gaondevi23 Thane Station Old Depot TMT24 Thane Station25 Talav Pali26 Jambhli Naka27 Tembhi Naka28 Central Maidan/Civil Hospital29 Police Line30 Caesl Mill31 Gokul Nagar32 Muktai Nagar33 Majiwada34 Kapur Bawdi



x | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n

35 Duttaniya Vidyapith36 Lowkin Company37 Manpada38 Mulla Baugh39 Bramhand / Azad Nagar40 Patli Pada41 Dongi Pada42 Waghbil Naka43 Waghbil44 Panchamrut45 Batata Company46 Muchlly College47 Anand Nagar48 Sai Nagar49 Kasar Wadavali50 Garib Nagar51 Awda Gaon52 Bhainder Pada53 Gaimukh Mandir54 Gaimukh Naka55 Gaimukh Jakat Naka56 Cola Cola Company57 Kaju Pada58 Channa Gaon59 Varsova / Founten Hotel60 Ghodbunder Gaon61 Western Hotel62 Kashigaon63 Kashi Meera64 Kashimeera St.Ams Hospital/ Kashimeera Police

Station65 Green Residency66 Harikesh67 Silver Park68 Sunder Nagar69 S.K.Ston70 Shital Garden71 Naya Nagar72 Meera Road

25 59/Thane to Tulsi Dham 1 Thane2 Talav Pali3 Tembhi Naka4 Uthalser Sha.No-75 Uthalser Naka6 Casel Mill7 Gokul Nagar8 Muktai Nagar9 Oswal Park10 Subhash Nagar11 Vholyes12 Gandhi Nagar13 Lok Hospital (Jawhar Nagar)14 Vasant Vihar15 Dharmvir Nagar16 Tulsi Dham

26 62/Thane to Dharmacha Pada 1 Thane2 Talav Pali



xi | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n

3 Tembhi Naka4 Civil Hospital5 Police Line6 Casel Mill7 Gokul Nagar8 Muktai Nagar9 Majiwada10 Kapur Bawdi11 Tatvadnyan Vidyapith12 Locking Company / R Mall13 Manpada14 Mulla Baugh15 Bramhand16 Sent Xevier School17 Azad Nagar18 Bramhand Phase-319 Swastik House20 Bramhand Phase-521 Dharmacha Pada

27 65/Thane (E) to Borivali 1 Thane Station (E)2 Gaovdevi Mandir3 Siddharth Nagar4 Swami Vivekanand Chawk5 Bal Niketan College6 Teen Hath Naka Bridge7 Teen Hath Naka8 Lewis Wadi9 Nitin Company10 Cadbury Junction11 Majiwada12 Kapur Bawdi13 Tatvadnyan Vidyapith14 Kapur Bawdi15 Lowkin Company16 Manpada17 Mulla Baugh18 Bramhand19 Patli Pada / Hiranandani20 Dongri Pada21 Waghbil Naka22 Panchamrut23 Muchhela College24 Anand Nagar25 Vijay Garden / Batata Company26 Sai Nagar27 Kasar Wadavali28 Ovala29 Bhainder Pada30 Kapur Bawdi Police Station31 Gaimukh Gaon32 Kaju Pada33 Chenna Gaon34 Varsova / Founten Hotel35 Ghodbunder36 Western Hill / Laxmi Baugh37 Ghari Gaon38 Kashi Mira39 Transport Corporation/Mandir40 Golden Chemical/Thakur Mall41 Dhahisar Chek Naka42 Forest Office



xii | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n

43 Ghavto Pada44 Ganesh Nagar45 Jai Mahakali Mandir46 Nency Colony47 Omkar Mandir/Shree Krishna Compound48 Borivali S.T Stand/Kasturba Man Police Station49 Borivali Station (E)

28 70/Chendani to Khidkali 1 Chendani2 Dadoji Konddev Stadium3 Kalwa Naka4 Shivaji Chawk5 Manisha Nagar6 Sahyadri Society7 Sahakar Vidya Prasarak8 Dutt Wadi9 Kharigaon Naka10 Parsik Shiv Mandir11 Raj Park12 Parsik Nagar13 Vastu Anand14 Subhash Tower15 Amrut Aangan16 Reti Bunder / Khari Gaon17 Reti Bunder No-318 Ram Nagar19 Mumbra Railway Station20 Mumbra Prabhag Karyalay21 Lalit Clinic22 Mumbra Police Station23 Sanjay Nagar24 Shankar Mandir25 Vijay Nagar / Amrut Garden26 Nashiman Colony27 Kausa28 A.V.K29 Kalseker Hospital30 Vishal Hotel31 Diva S.T Naka32 Raighar Police Station33 Padale Gaon34 Khidkali Shiv Mandir35 Desai Gaon

29 1/ Gurukul Society to Thane 1 Parmarth Niketan2 Khandelwal3 Aradhana Talkies4 Hariniwas5 IC Factory6 AK Joshi Sala7 GaonDevi Thane Sthanak

30 14/ Thane(E) to Bhimnagar 1 Sashkiya Nivas2 Baskar Colony3 Aaykar Bhavan4 Marfi5 Nitin Company6 J.K Raymond7 Vratak Nagar Station

831 17/Laxminagar to Thane 1 Laxminagar



xiii | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n

2 Khopat3 Dr. Ambedkar Road4 Jambhalinaka Marg Metro Station

32 18/Thane to Anand Nagar 1 Gaondevi mandir2 Siddharat Nagar3 Swami Vivekanand Chowk4 Taneal5 Shri Ma Balniketan6 Octrai Naka7 Vighjai Mandir

33 11/Chedni to Vitava 1 Stadium2 Mahagiri3 Aangre Chowk4 Kalva Naka5 Kalva Agar6 Vitava7 Vitava Circle8 Vitavakar Marg9 Thane Maha Palika Kaman

10 Vitava Petrol Pump

34 24/Shrutu Park to Bims 1 Shrirang Society2 Court/Civil3 Thane Station4 Bhaskar Company Usha Society5 Thanekarvadi6 Thane (E)7 Bims

35 36/Lokmanyanagar to Kharigaon 1 Lokmanya2 Indira Nagar3 Kamgar Hospital4 Mahapalika Bhavan5 Almeda Chowk6 Vandhana Cinema7 Ice Factory8 Thane Station9 Civil Hospital10 Kalvanaka

36 37/Thane to Laxmipark 1 Thane Station2 Jambali Naka3 Courtnaka4 Dr. Ambedkar Road5 Kopat6 Cadbury Company7 VratNagar Naka8 Marge Laxmi Park

37 38/Thane to Sahayatri Sosa 1 Thane Station2 Prabhat Cinema3 Jambhalinaka4 Civil Hospital5 R.T.O6 Kanhonji Angre Chowk7 Kalvanaka8 Manishanagar9 Sahayatri Society

38 42/Thane to Sri Nagar 1 Thane Sthanak2 Harinivas3 Teen Haat Naka4 Road no. 165 Wagle Circle6 Ravi Fishnari



xiv | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n

7 Shantinagar8 ShriNagar9 PoliceChowki10 Ayyapa Mandir11 Sri Nagar

39 47/Thane to Dhokali Naka ThaneHarinivasVandhana CinemaSt WorkshopGokulnagarMajivada NakaKapurbavdinakaDhokaliAban ParkManormanagar

40 56/Thane to Kopachima ThaneCivil HospitalPolice LineMajivadanakaManpadaDharamveernagarVahali TowerKokadipadaHill GardenTikujinivadi

41 61/Lokmanyanagar to Sristi Complex YoshodhanRoad no. 16HarinivasThane StationCivil HospitalPolice LineMajivadaNakaManpadaOvalaKasimiraMira Road

42 71/Chandai to Dehisar Mori ChandanikolipadaKharigaonnakaParsiknagarMumbraKismat ColonyBharatgearDavlegaonShilfataKalyanfataPadlegaonThehismori

43 72/Chandai to Khadripada/Agasan ChandanikolipadaKharigaonnakaParsiknagarMumbraKismat ColonyBharatgearTantrniketanKhadripadaAgasangaon

44 73/Chandai to Ratibandar Circle ChandanikolipadaMahagiriKalvanaka



xv | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n

Kharigaon NakaParsik NagarReatibandar Circle

45 75/Kalesaker Company to /Miraroad Bharat GearMumbra StationManisha NagarCivil HospitalCansal MillMajivadanakaGodbandar RoadKashimiraSilver ParkGagrid ComplexMtnlNayanagar Marge Miraroad

46 85/Mulund to Narpoli Mulund StanakKamgar HospitalCheaknakaTeen Haat NakaaNitin Company Majivada NakaBalkumnakaKasaliPurnaAnjurfataVasai FataNarpoli

47 87/Thane to Alimghar Thane StanakCivilKalvanakaReathi Bandar CircleTollNakaDivaGaonMannKholiSuraiFataAnjurgaonHariNiavasAalimGhar

48 89/Chandani to narpoli/Purna Thane SthanakCivil HospitalMajivadanakaKapurbavdiBalkumnakaKasoliKalharePurnaRahanalAnjurfataVasaifataNarpoli va Saket

49 90/Lokmanyanagar to kolshet YashodhanRoad no.16HarinivasThane StationCivil HospitalPolice LineKansalMillMajivadaNakaBalkumnakaBayar IndiaKolshet

50 91/Dadlani to Kishan Nagar Balkumannaka



xvi | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n

MajivadanakaCourtnakaThaneMalhaar CinemaAaykar BhavanTeen Haat NakaM.I.D.CRoad No. 16BalsaraKisannagar

51 93/Thane to Dadlani Park Thane StanakCivil HospitalKasal MillMajivada NakaYashsvinagarColourkemBalkumnakaVillo HouseDadlani Park

52 94/Thane to Everest Park Thane StanakJambhali NakaCivil HospitalPolice LineKansalMillKapurbavdi CircleYashsvinagarHayland ParkDhokalinakaEverest

53 95/Thane to Kolshet Hari Thane StanakHarinivasVandhana CinemaS.T WorkshopGokulnagarMajivadanakaDhokaliBayar IndiaKolshet Gaon

54 96/Thane to ManormaNagar ThaneHarinivasVandhana CinemaVandhana CinemaS.T WorkshopGokulnagarMajivadanakaKapurbavdinakaDhokaliAban ParkManorma

55 98/Kolshet Jamb to Thane ThaneJambhalinakaMakhmali TalavS.T WorkshopGokulnagarMajivadanakaDhokaliBayar IndiaSaldogeBoringalKolshet Gaon

56 102/Lokmanya Nagar to Mulund Mulund SathanakKamgar Hospital



xvii | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n

Santoshi Mata MandirChecknakaM.I.D.CRoad No. 16Kamgar HospitalYashodhan NagarLokmanya

57 103/Mulund to Wagle Agar Mulund SathanakVandhana HotelGyansarita SalaKamgar HospitalChecknakaM.I.D.CRoad No. 16AngrikalchalSathe NagarWagle Agar

58 104/Mulund to Wagle Agar Mulund SathanakVandhana HotelGyansarita SalaKamgar HospitalM.I.D.CRoad No. 16Wagle CircleI.T.IRam NagarWagle Agar

59 101/Nilkanth Terminal To Mulund (E) Shivai NagarDevdaya NagarVritak NagarKoras CompanyMarg No. 10Pramade Kelkar CompanyMulund (E)

60 110/Mulund to Pawar Nagar MulundVandhana HotelGyansarita SalaKamgar HospitalM.I.D.CRoad No. 16AgriculturalKamgar hospitalSavarkarnagarKoras Company

61 111/Thane (E) to Wagle Agar Thane (E)Siddharat NagarKopri BrijBaskar ColonyHoneynivasTeen Haat NakaCheck NakaI.T.IRam NagarWagle Agar

62 112/Loadha Complex to Thane Thane SthanakJambhalinakaCivil HospitalKasal MillGokul NagarMajivada NakaLodha Complex



xviii | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n

Aires society63 115/Laxmi Park to Mululnd Laxmi Park

Yoshodhan NagarLokmanya TerminasIndra NagarSathe NagarRoad No. 22 CircleCheck NakaDamping Marg Mulund

64 120/Vrindavan Society to Kelkar College SrirangKolbadS.T WorkshopHarinivasMalhar Signal Teen Haat NakaChecknakaMulund (W)GuahadpadaSane Guruji NagarKelkar College

65 121/Bramhand to Kelkar College Azad NagarManpadaMajivada NakaCadbury CompanyTeen Haat NakaMulund CheckNakaSantoshi Mata MandirMulund (W)GrehavpadaKelkar Company



xix | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n



xx | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n



xxi | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n



xxii | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n



xxiii | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n



xxiv | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n



xxv | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n



xxvi | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n



xxvii | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n



xxviii | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n



xxix | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n



xxx | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n



xxxi | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n



xxxii | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n



xxxiii | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n



xxxiv | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n



xxxv | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n



xxxvi | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n



xxxvii | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n



xxxviii | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n



xxxix | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n



xl | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n



xli | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n



xlii | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n



xliii | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n



xliv | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n



xlv | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n



xlvi | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n



xlvii | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n



xlviii | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n



xlix | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n



l | P a g e S u b m i t t e d t o : T h a n e M u n i c i p a l C o r p o r a t i o n

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