Pune Municipal Corporation

Comprehensive Mobility Plan for Pune City
Pune Muncipal Corporation
Table of Contents
1. Introduction
1.1 1.2 1.3 1.4 1.5 About CMP Need for the CMP Study Methodology Study Area Organization of the Report 1-1 1-1 1-2 1-2 1-2
2. Study Methodology
2.1 2.2 2.3 2.4 2.5 Stage1: Mobilization and Reconnaissance Stage2: Data Collection Stage3: Urban Travel Demand Model Building Stage4: Draft Mobility Plan Stage5: Stakeholder Participation & Updation 2-1 2-1 2-2 2-2 2-4
3. Pune Development & Growth Directions

3.1 3.2 3.3 3.4 3.5 Overview Urban Development Economy and Employment Land use Distribution Growth Trends and Projection 3-1 3-2 3-7 3-11 3-12
4. Existing Urban Transport System

4.1 4.2 4.3 4.4 4.5 4.6 4.7 4.8 4.9 4.10 4.11 4.12 4.13 Traffic Surveys and Data Collection Public Transport Terminals Non Motorized Transport Traffic Safety Intermediate Public Transport Private Vehicle Transport Commercial Vehicles Pollution Interstate Bus Transport and Private Bus Transport Commercial markets Local Trains Performance Indices 4-1 4-21 4-22 4-23 4-23 4-24 4-25 4-25 4-26 4-26 4-27 4-27 4-28
5. Past Studies
5.1 5.2 5.3 5.4 5.5 5.6 5.7 5.8 5.9 5.10 General Mass Rapid Transit System for Pune Metropolitan Area, RITES LTD, January 2001 Comprehensive Traffic & Transportation Study, Span Consultants, 2003 Detailed Project Report - Sky bus, Konkan Railway Corporation LTD, July 2004 Comprehensive Study of Integrated Traffic Dispersal System for PCMC &PMC, CES, July 2004. Common Wealth Youth Games Report DPR on Tramways Master Plan for Bus Rapid Transit System, CIRT, March 2008 DPR for Metro Rail in Pune Metropolitan Area, DMRC, February 2008 Bus-based Rapid Transport System, PCMC, March 2008 5-1 5-1 5-2 5-3 5-4 5-6 5-6 5-7 5-8 5-8
6. Development of Travel Demand Model

6.1 6.2 6.3 6.4 6.5 6.6 6.7 6.8 Introduction Model Structure Study Area Zoning Network Development Base Year Travel (2007) Pattern Base Year Results Calibration Travel Demand Forecast 6-1 6-1 6-4 6-6 6-7 6-10 6-10 6-13
7. Vision for Pune City

7.1 7.2 7.3 7.4 7.5 Background Vision Evolution of Network Strategy Goals/Performance Indicators for the CMP CMP Strategy 7-1 7-3 7-4 7-4 7-7
8. Mobility Plan Elements

8.1 8.2 Mobility Plan Elements Institutional Framework for Pune Metropolitan Region 8-1 8-36
9. Mobility Plan Investment Program

9.1 9.2 Investment Requirements & Funding Options Funding Needs 9-1 9-4
List of Tables
Table 3.1: Urbanisation in PMC Table 3.2: Distribution of Workers in Pune Table 3.3: PMR Industries Table 3.4: Commercial Establishments in PMC Table 3.5: Land use Pattern PMC Table 3.6: Projected Population and Employment Table 4.1: Summary of Screen Line Counts (12hrs) Table 4.2: Summary of Outer Cordon Counts Table 4.3: Peak hour traffic across Outer Cordon Table 4.4: Average Sample Size for Outer Cordon Points Table 4.5: Trip Frequency on Outer Cordon Points Table 4.6: Purpose of Journey on Outer Cordon Points Table 4.7: Average Occupancy by vehicle type on Outer Cordon Points Table 4.8: Percentage of Trips Originating and Destining between Sectors Table 4.9: Percentage of Trips Originating and Destining between Sectors for Trucks Table 4.10: Speed & Delay Survey Results for Peak Hour Table 4.11: PCE Values Adopted for Various Vehicle Types Table 4.12: Location-wise Parking Duration of Vehicles Parked Table 4.13: Summary of Parked Vehicles Table 4.14: Location-wise Composition of Parked Vehicles Table 4.15: Location-wise Parking Duration of Vehicles Parked Table 4.16: Summary of Parked Vehicles Table 4.17: Location-wise Composition of Parked Vehicles Table 4.18: Details of Pedestrian counts Table 4.19: Details of Pedestrian counts Table 4.20: Summary of Survey Results Table 4.21: Summary of Road Network Inventory Results Table 4.22: Through Traffic Details at outer cordon locations Table 4.23: Air quality results Table 4.24: Results of goods vehicle survey Table 4.25: Schedule of local trains Table 4.26: Performance Indices Table 5.1: Proposed Tram Network Table 6.1: Study area Zoning Table 6.2: Summary of Estimated Base Year (2008) Peak hour Travel Demand Table 6.3 A: Results of Observed OD Validation on Screen lines Table 6.3 B: Results of Observed OD Validation on /outer Cordon Table 6.4: Population and Employment 2008 Table 6.5: Calibrated Mode Choice Parameters Table 6.6: Validation- screenline 3-5 3-5 3-7 3-8 3-9 3-14 4-3 4-6 4-5 4-7 4-7 4-8 4-9 4-10 4-10 4-11 4-12 4-13 4-14 4-15 4-16 4-16 4-17 4-18 4-19 4-20 4-20 4-25 4-26 4-27 4-27 4-28 5-7 6-4 6-8 6-8 6-9 6-10 6-12 6-12
Table 6.7: Validation- Trips 6-13 Table 6.8: Mode wise Trip Length 6-13 Table 6.9: Validation- Speeds(Km\hr) 6-13 Table 6.10: Population projections in study area 6-14 Table 6.11: Estimated Employment in the study area 6-15 Table 6.12: Summary of Forecasted Peak Hour Passenger Demand (2031) 6-15 Table 7.1: Definition, formulation, evaluation and targets for the indices 7-6 Table 8.1: Travel characteristics under Do nothing Scenario 8-8 Table 8.2: Travel characteristics under Augmentation of PMPML buses Scenario 8-8 Table 8.3: Identified BRT Routes 8-9 Table 8.4: Travel characteristics under BRT based Public Transport 8-10 Table 8.5: Travel characteristics under BRT and Ring road based Public Transport plan 8-12 Table 8.6: Comparisons of Different types of Transit system 8-14 Table 8.7: Travel characteristics under MRTS scenario 8-15 Table 9.1: Summary of suggested CMP based Transport Investment Program 9-2 Table 9.2: Total Investment Program including land acquisition 9-1 Table 9.3: Proposed Investment Program for CMP 9-4 Table 9.4: Possible areas of urban transport projects for various Implementation agencies 9-5
List of Figures
Figure 1.1: Study Area Figure 3.1: Location of Pune Figure 3.2: Pune Metropolitan Region Figure 3.3: Population Growth PMC Figure 3.4: PMC Growth Figure 3.5: PMC Population Density Figure 3.6: Development Plan of PMC Figure 3.7: Percentage of Land use Distribution PMC Figure 3.8: PMC Growth Corridors Figure 3.9: PMR Industries and Future Growth Figure 3.10: PMC CBD and Growth Figure 3.11: PMC Population Growth Figure 4.1: Screen Line selected for the study Figure 4.2: Composition of traffic flow at screen line Locations Figure 4.3: Composition of traffic flow at outer cordon Locations Figure 4.4: Average Trip Frequency across Outer Cordon Point Figure 4.5: Average Occupancy by vehicle type across Outer Cordon Point Figure 4.6: Hourly Parking Accumulation Figure 4.7: Parking Duration of Vehicles Parked Figure 4.8: Average Composition of Parked Vehicles Figure 4.9: Parking Duration of Vehicles Parked Figure 4.10: Average Composition of Parked Vehicles Figure 4.11: Road Network Inventory Figure 4.12: Comparative Statistics of Accidents and fatalities by Private PMT buses Figure 4.13: Comparative Statistics of Accidents and Fatalities by PMT buses Figure 4.14: Growth trend of Two wheeler Figure 4.15: Growth trend of Car Figure 4.16: Percentages of contribution of pollution by Different vehicles Figure 6-1: Methodology for Travel Demand Modelling Figure.6.2: Study Area Zoning Map Figure.6.3: Study Area Road Network Figure.6.4: Transit Network in the Study Area Figure.6.5: Desire Line Figure.6.6: Methodology for Travel Demand Forecast Figure 8.1: Mobility Corridors Figure 8.2: BRT Routes Figure 8.3: Public Transport Corridors for the Horizon Year-2011 Figure 8.4: Public Transport Corridors for the Horizon Year-2021 Figure 8.5: Public Transport Corridors for the Horizon Year-2031 1-3 3-1 3-3 3-2 3-5 3-6 3-8 3-11 3-13 3-14 3-16 3-17 4-2 4-1 4-5 4-7 4-9 4-12 4-13 4-14 4-15 4-17 4-21 4-24 4-24 4-25 4-25 4-26 6-1 6-5 6-6 6-7 6-9 6-15 8-3 8-10 8-19 8-20 8-21
Figure 8.6: Pedestrian Grade Seperator Facility Location Figure 8.7: Bicycle Master Plan Layout Figure 8.8: Area of Pedestrianisation Figure 8.9: Truck Terminal Location Figure 8.10: Grade Seperated Facility Location for Junction Figure 8.11: CMP for Pune City Area Figure 8.12: CMP for Core Area Figure 8.13: Institutional Setup Figure 9.1 : Possible Implementation Mechanisms
8-23 8-24 8-26 8-28 8-31 8-34 8-35 8-37 9-7
List of Appendix
Appendix 3.1: Ward wise Population projection Appendix 3.2: Ward wise Employment projection Appendix 4.1: Traffic Survey Methodology and Survey results Appendix 4.2: Inventory Details Appendix 5.1: Past reports recommendations Appendix 6.1: Generalized Cost
Pune Municipal Corporation
1.Introduction
1.1 About the CMP
The National Urban Transport Policy (NUTP) has been formulated by the Ministry of Urban Development in 2006 to transform the current urban transport system into a safe, convenient and efficient transportation system across all urban areas in India. In order to ensure that the various urban transport projects that are being developed by the cities are NUTP compliant, the ministry has in a March 2007 circular indicated that a Comprehensive Mobility Plan (CMP) be prepared that focuses on mobility of people rather than vehicles and accordingly give priority to pedestrians, Non-Motorized Transport (NMT), all modes of public transport and IPT. The CMP essentially will suggest various actions that lead towards a vision. The Comprehensive City Mobility Plan addresses traffic growth of all modes of transportation and suggests a direction for the multi-modal transport system of Pune. The CMP will improve and emphasize Sustainable Transport Modes. The objectives of this Study are: To understand present day traffic characteristics and prepare forecasts of these character through the development of a transportation model. To develop a transportation vision for Pune. To identify specific strategies and measures to address traffic growth of all modes of transportation in an effort to meet set goals. Prepare a programe of CMP implementations along with block cost estimates.
1.2 Need for the CMP

The growth and all the economic benefits brought with it an unprecedented stress on Punes transportation and land use. The city once called the cycle-city is now commonly referred to as a motor-cycle city. During the last few years, the urban sprawl has extended far beyond the existing territorial jurisdiction of the city administration and is continuing to spill over into the fringe areas of the city, including the adjoining industrial hub of Pimpri Chinchwad. Pune Municipal Corporation and other agencies have undertaken various programes/studies on the transportation system. Some are completed and some are ongoing. Several road widening and network improvement proposals (including planning and construction of flyovers and junction improvements) are underway, including proposals for a Bus Rapid Transit System. These programmes are however are isolated with each of them planned to meet an objective set by each programe. Also an important aspect of the improvement proposals is their lack of impact on a wider region namely that of Pune Metropolitan Area/Region (PMA/PMR).
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A coordinated implementation strategy for the entire PMA is needed. It is wiser to first set goals for the PMR and establish strategies to meet these goals rather than implement isolated projects and hope that the net sum of these projects would meet required goals. Further the JNNURM under which many of the proposals are sought funding requires that a comprehensive mobility plan be prepared.
1.3 Study Methodology

A methodology for the Study has been evolved giving due consideration to: Study Area Demographic and Travel Characteristics Project Challenges Issues and Concerns of all project stakeholders Five different stages have been involved in developing the Mobility Plan for the Study. Stage1: Mobilization and Reconnaissance Stage2: Data Collection Stage3: Urban Travel Demand Model Development and Forecast Traffic Characteristics Stage4: Draft Mobility Plan Stage5: Stakeholder Participation & Updation of Draft Mobility Plan The Stage-wise methodology is explained in the Chapter 2.
1.4 Study Area

While the focus is on Pune Municipal Area, the study area included a much larger area taking into accounting all areas that have a influence on Punes traffic. This study hence extends itself to the Pune Metropolitan Region PMR that includes Pimpri Chinchwad and all surrounding villages, Pune cantonment and khadki Cantonment. The PMR area is shown in Figure 1.1.
1.5 Organization of this Report

This report documents the project activities, the results and the findings of the study and is organized in nine chapters. Chapter 1: Scope and objective and terms of reference for the study. Chapter 2: Study methodology Chapter 3: Urban development and growth direction Chapter 4: Existing urban transport system characteristics Chapter 5: Review of past studies Chapter 6: Development of travel demand model & Traffic forecasts
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Chapter 7: Vision for pune city Chapter 8: Mobility Plan Elements Chapter 9: Mobility Plan investment program
Figure 1.1: Study Area
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2. Study Methodology
2.1 Stage1: Mobilization and Reconnaissance
The task includes mobilization of both human and material resources, involving the establishment of the project team and facilities. Staff deployment planning was done, paying due attention to the project plan and deliverable timelines. The project was assigned a project manager to coordinate with IL&FS and the city. One of the first task that was to be undertaken to appreciate transport issues in Pune was to conduct a reconnaissance that covered land use, road system, public transport system (Bus, Rail and Air) and Institutional Structure of the city operations. The Consultant was involved in preparation of the report Studies on Traffic and Transportation policies and strategies in Urban Area under Ministry of Urban Development which included Pune City and hence is institutionally aware of most of the issues that face the city and its populace.
2.2 Stage 2: Data Collection

2.2.1 Secondary Data Collection
The secondary data required for the development of study was collected from various sources primarily from the Government/planning organizations of Pune. The secondary data includes information regarding the population and employment distribution, land use information, road network details, vehicle ownership details, and accident data. Also, transport policy plan and any relevant reports prepared for the improvement of traffic and transport problems of Pune, was collected. List of a few of the documents / reports referred to was as follows: BRT Pilot Route Project City Development Plan Report on Commonwealth youth Games 2008 Environmental Status Report Comprehensive Traffic and Transportation Study Traffic Dispersal Study Sky Bus Report Report on MRTS Report on Cycle Track network Report on ATCS
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2.2.2 Primary Data Collection

Various traffic surveys were conducted to study the existing travel characteristics of Pune city. The detailed survey methodology and results for traffic surveys are discussed in Appendix 4.1. The types of surveys conducted are listed below: Road Network Inventory Mid Block Traffic Volume Counts Road Side Interview Survey Speed and Delay Survey Parking Survey Pedestrian Crossing Count Survey House Hold Travel Survey Bus Passenger /Terminal Survey IPT Survey NMT Survey
2.3 Stage 3: Urban Travel Demand Model Building

An Urban Land use Travel Demand model has been build for forecasting travel characteristics for the study region. The model analyzes the present and future land use patterns to estimate the number, origin and eventual destination of trips through various travel modes. The detailed methodology is discussed in Chapter 6.
2.4 Stage 4: Draft Mobility Plan

2.4.1 Identifying Short Term Improvements
Based on the observations made during the field reconnaissance and the results from the analysis of the data, the most obvious problem areas have been identified. The findings from all the surveys and data analysis have been used in recommending short term improvement measures. Short term measures are those schemes that can be implemented immediately but have a short life period. Improvements are suggested to optimize existing facilities to the fullest using the Transportation System Management (TSM) Techniques.
2.4.2 Alternative Transport Plans and Land Use Plans

As the city is experiencing development of several new integrated townships, SEZs and IT parks, local and State governing bodies have prepared several studies. Each of these studies resulted in identifying appropriate solutions to meet the resultant transportation demands. Several road widening and network
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improvement proposals (including flyovers and junction improvements) are underway, a key initiative towards addressing the public transportation system is the Bus Rapid Transit System (about 100 km of network), that is being implemented. City Development Plan process initiated by the JNNURM and the existing Land Use Master Plan given one roadmap for the future land use development. From both the above mentioned transport proposals and land use plans composite land use transport plans have been prepared for testing the various proposals. If required these alternatives have been supplemented by additional land use transport scenarios for input into the long range transport model.
2.4.3 Transport Vision and Strategy

The Mobility Plan is developed in layers, from one broad, overarching vision through specific steps such as goals/strategiesto a list of specific actions that will carry the city towards that vision. PMC has developed a Transportation Policy as well as a City Development Plan. Both the documents contain a vision for the urban transport sector for the Pune city. The national urban transport strategy (NUTP) also lays a policy frame work for transport network development in urban areas across the country which has been used defines the vision. Several citizen groups have initiated developing a transport vision for Pune city. The study had considered all the available national and local reports as well as public input through workshops before finalizing a broad vision statement. A set of strategies/goals have been identified towards achieving that direction of the mobility plan. The goals have been developed based on the available transport research in the country and consultants experience and the consultation process. It is assumed that the improvement proposals or actions that have been short listed meet those goals or strategies. In Pune, as indicated earlier a significant quantum of studies on improving the transport network has been already prepared. The strategy adopted in this study was to make use of these to the fullest extent (since many have been accorded approvals) ensuring however they fit into the overall scheme of things through a screening process.
2.4.4 Project Evaluation & Screening

The long range planning model developed under this study has been is utilized for identifying the impact of the proposals on the urban transport system. The project evaluation and screening framework provides a basis for systematically evaluating improvement proposals. This does not eliminate citizen judgment and involvement process. However, it assists decision-makers by guiding the investment proposals according to a set of criteria aligned with the citys long-range transportation objectives.
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2.4.5 Identifying and Prioritizing of Improvements

For each infrastructure project an appropriate phasing plan has been suggested for the improvement proposals.
2.4.6 Institutional Framework

General guidelines have been suggested indicating the basic framework that will be necessary from the government for devising a proper institutional system for improvement of transport facilities in the city.
2.4.7 Mobility Plan

A mobility plan containing the vision, strategy and specific actions in the form of improvement proposals has been then developed.
2.5 Stage 5: Stakeholder Participation & Updation

2.5.1 Stakeholder Workshop/Meetings
To make the mobility plan a collaborative effort detailed meetings have been held to: disseminate the findings of the draft mobility plan solicit the comments and concerns from the stakeholders
Input from the stakeholder workshops and meetings have provided input to the development of the mobility plan on various aspects and issues of the transportation system. The public involvement has also given guidance to the outcome.
2.5.2 Updation of the Draft Mobility Plan

Subsequent to these meetings the input from the stakeholders has been compiled and all applicable comments and concerns have been addressed to the best possible effort and included. The mobility plan has been updated accordingly.
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3. Pune Development & Growth Direction

3.1 Overview
Pune is the seventh largest city in India and second largest city in Maharashtra after Mumbai (Figure 3.1). Pune Municipal Corporation (PMC) jurisdiction extends up to an area of 243.84 sq. km. housing 2.54 million populace within 144 wards. Referred as Detroit of India, the city has experienced a long standing urban tradition: first as an historical centre of pre-colonial urbanism, then as an important military centre during British rule, after independence as a rapidly growing contemporary industrial centre, and today identified as a growing metropolis. Pune, also known as an Oxford of India, houses six Universities with about 600 functional higher education centers catering to an estimated 5 lakh student population. Additionally, Pune is popularly nicknamed as Queen of Deccan, Pensioners Paradise, Cultural Capital of Maharashtra, Cyber City etc. owing to its location, pleasant climate, historical importance, vibrant culture and upcoming IT-BT centers.
3.1.1 Location
Situated on leeward site of Deccan Plateau (Sanhyadri Hills/Western Ghats) between 18 32' North latitude and 72 51 East longitudes, Pune is well connected by road, rail and air network with almost all the important cities within Maharashtra and India. The city is located at the confluence of Mula and Mutha rivers ( plains of Bhima and Nira River basin) at a height of 560 m above Mean Sea Level (MSL) and characterized by vast stretches of undulating plains inter spread by low and medium ranges of hills.
Figure 3.1: Location of Pune
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3.2 Urban Development

3.2.1 Pune Metropolitan Region (PMR)
Urban development in PMC is greatly interlinked and supported by its surrounding areas. Considering this, boundaries of PMR were defined in early 1967. Spread out over an area of approximately 1,340 sq. km. in Haveli Taluk of Pune District, PMR consists of Pune Municipal Corporation (PMC), Pimpri Chinchwad Municipal Corporation (PCMC), Pune Cantonment (PC), and Khadki Cantonment (KC) and close to 100 other census towns and villages. The PMR Region is shown in Figure 3.2.
3.2.2 Urbanization and Population Growth Trend

Urbanization and urban population growth are pointers towards the change in the occupational pattern of the community, from agriculture and allied livelihoods to industrial and other non-agriculture occupations. The population growth for PMR is shown in Figure 3.3. (i) PMC. PMC has a population of 2.54 million (2001) which accounts for 35 percent of the total urban population in Pune District and 60 percent of total PMR population. The PMCs population has grown from 1.57 million in 1991 to 2.54 million in 2001, and in the last decade experienced a compounded annual growth rate (CAGR) of 4.94 percent. PMCs growth is not limited to few but influenced by various factors. It is the most preferred destination for many citizens in Maharashtra for job, education, healthcare treatment, real estate investment, better quality of life etc. as Mumbai is already crowded complied with comparatively high cost of life. The same is for many citizens all over India who migrate to the city for better jobs and education. Industries, trade and commerce activities and number of educational centers in PMC attract floating population from all over India into the city. Rapid growth of the city however mainly attributed to industrialization of PMC/PCMC after 1960 and expansion of information technology (IT) industry in the last decade.
3000 2500 2000 2,538
Population '000
1500 1000 500 0 1951 1961 1971 1981 488 607 1,203 856
1,567
1991
2001
Year
Figure 3.3: Population Growth PMC
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(ii) PCMC. PCMC is a twin city of PMC and houses most of the industrial developments. PCMC has a population of 1.01 million (2001) which accounts for 14 percent of the total urban population in the Pune District and 23 percent of the total PMR population. The PCMCs population has grown from 0.52 million in 1991 to 1.01 million in 2001. PCMC has experienced a high CAGR after its industrialization in 1960, almost thrice than that of PMC growth. (iii) PC and KC. Pune is headquarters of the Indian Army Southern Command. PC and KC are the military bases established during British rule and still continue to operate as army bases for Indian army. KC is also famous for two ordnance factories: ammunition factory (AFK) and high explosive factory (HEF). PC and KC account for only four percent of the total PMR population and shown a slight growth in the last decade (CAGR 2.16 and 2.28 percent respectively) compared to negative growth during 1981-1991. Any development in these cantonment areas are under control of Indian army and have minimal impact on urbanization of the rest of the PMR. (iv) Rest of the PMR. The remaining part of the PMR consists of close to 100 census towns and villages with population of 0.56 million that accounts for 13 percent of the total PMR population. The rest of the PMR is also shows a fast pace of urbanization in line with PMC and PCMC growth.
3.2.3 Area and Population Density

PMC jurisdiction extends up to an area of 243.84 sq. km. which constitutes approximately 20 percent of the total PMR area. Since 1951, PMC area has to almost doubled from 125.75 sq. km. to 243.84 sq. km. Spatial growth of PMC over the last two centuries is shows in Figure 3.4. An average population density as per Census 2001 for PMC is 10,410 persons/sq. km. Population density ranges from as low as 1,476 persons /sq. km. to as high as 182,049 persons/sq. km. The Urban Development Plans Formulation and Implementation (UDPFI) guideline indicate average density of around 15,000 persons/sq. km. for the city, whereas in PMC, almost 60 percent of the wards have higher densities than the prescribed norm. Population densities are higher in the old city wards, and wards along major transport corridors (Figure 3.5).
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Table3.1: Urbanisation in PMC

Year PMC Popn CAGR (No.s) (%) 488,419 606,777 856,105 1,203,351 1,566,651 2,538,473 2.19 3.50 3.46 2.67 PCMC Popn CAGR (No.s) (%) 26,367 39,654 98,572 251,769 520,639 4.17 9.53 9.83 7.54 PC Popn (No.s) 65,838 77,774 85,986 82,139 101,723 CAGR (%) 1.68 1.01 (0.46) 2.16 Popn (No.s) 58,496 65,497 80,835 78,323 98,090 KC CAGR (%) 1.14 2.13 (0.32) 2.28
Rest of the PMR Popn (No.s) 101,363 135,558 233,881 395,966 556,770 CAGR (%) 2.95 5.61 5.41 3.47
Total PMR Popn (No.s) 872,128 1,233,506 1,855,822 2,643,718 4,301,473 CAGR (%) 3.46 4.12 3.76 5.38
1951 1961 1971 1981 1991 2001
4.94 1,006,417 6.81 (Source: Census of India.)
3.3 Economy and Employment

3.3.1 Workforce Participation
Workforce participation ratio for PMC at 34.08 percent (Census 2001) has shown an increase from Census 1991 value of 31.88 percent (Table 3.2). Since work category wise break up is not available for Census 2001, Census 1991 figures are evaluated here. Employment is mainly seen in the service sector, which also includes IT sector (30 percent of the total working population) followed by manufacturing and processing industry (25 percent) and trade and commerce activities (22 percent).
Table 3.2: Distribution of Workers in Pune
Sector Nos.
1991 %
1.27 1.68 97.05 100.00%
2001 Nos.
10,246 25430 739,943 775,619
%
1.32 3.28 95.40 100.00%
Primary Sector 6,873 Household Industry 9061 Other Workers 523,607 Total Main Workers 539,541 (Source: Census of India 1981, 1991 and 2001).
3.3.2 Industry
The growth of PMC is being driven by various industry segments. Table 3.3 gives details on major existing and proposed industrial establishments in and around PMR (also refer Figure 3.6). Except Kharadi Knowledge Park, which is located with in PMC limits, all other industries are located outside PMC in PMR or close to PMR towards North-West, North and North-East. PCMC houses a majority of the industrial developments. PCMC MIDC. PCMC saw a spate of industrial development following the setting up of Explosives units at Khadki during World War II. The next milestone was the entry of Kirloskar Oil Engines Ltd. into the city in the forties with which PCMC emerged as a known hub for diesel engine manufacturers. In 1960, MIDC set up a huge industrial estate at Bhosari. It was in fact this development, which is made PCMC the hometown for production. This development of PCMC an auto-hub has been particularly evident in the period 1960-1990. The MIDC in PCMC is an active industrial hub, hosting close to 3,200 units in production. With many highly rated clients such as Bajaj, Tata Motors, DGP Hinoday, Philips India Ltd .
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and Centura Enka to its credit, the PCMC MIDC has been instrumental in facilitating the development of the Small and Medium Enterprises in the area that are today suppliers to the bigger established players there. Given the proximity of the PMC and the PCMC, some of the suppliers to the players in the PCMC have set up industrial operations in the PMC areas such as Hadapser or Kondwa. In fact, one finds a lot of spilling over between the two corporation limits, whether in terms of industry logistics, talent pool or commercial business support systems.
Table 3.3: PMR Industries
Industrial Area
Completion Status
Area
Zoning PSI1
A A A A
Ha.
Pimpri Chinchwad MIDC Rajiv Gandhi InfoTech Park Hinjewadi Phase I Rajiv Gandhi InfoTech Park Hinjewadi Phase II Rajiv Gandhi InfoTech Park Hinjewadi Phase III (SEZ) Rajiv Gandhi InfoTech Park Hinjewadi Phase IV Kharadi Knowledge Park Talawade InfoTech Park Talegaon Floriculture Park Ranjangaon Industrial Area Chakan Industrial Area Jejuri Bharat Forge SEZ 100% 100% 80% 0% Land Acquisition in Process Proposed 100% 60% NA 40% 40% NA Proposed 1,225 87 218 350
Distance From Pune Km.

18 15 16 16
Sector
Auto, Auto components IT, ITES BT IT, ITES
400 27 75 925 258 118 1,800
A A A B C C C -
16 PMC 18 37 55 30 48 40
IT, ITES Software IT Floriculture White Goods Auto, Auto components Mixed Profile Auto, Auto components
(Source: Maharashtra Industrial Development Corporation.)
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Package Scheme of Incentives Concessions on electricity and stamp duty and octroi refunds. Under the Package Scheme of Incentives (2001), have entitled manufacturing industries to receive several benefits depending on their area of operation. Thus, the different areas in Maharashtra state have been classified into different zones A, B, C, D and D+, where A indicates a high level of industrial development and D+ reflects very low level of the same. In order to create balanced regional development and incentive industries to re-locate to less developed areas, A and B zone are offered lesser incentives as compared to C, D and D+ zones. The Govt. of Maharashtra, in its IT and ITES Policy 2003, has identified the IT and IT Enabled Services to be a driver of growth in the state. Hence, one finds that even if manufacturing activities in A and B zone do not get incentives under PSI 2001, the IT and ITES units in A and B zones can still avail of certain benefits in these zones. Ranjangaon Industrial Area. A recent study by Maratha Chamber of Commerce Industries and Agriculture (MCCIA) reveals that in the past 5 years, nearly 25 percent of the proposed investments by medium and large scale manufacturing units in Pune are along the Nagar road belt (Shirur taluka) at Supa, Sanaswadi or Ranjangaon. This is partly to do with the MIDC that has been developed at Ranjangaon. Ranjangaon MIDC is given status of 5-star industrial area and avails the benefits of C PSI zoning. Ranjangaon is getting to be popular as a White Goods hub, primarily because of the presence of players like LG, Anchor Daewoo, National Panasonic and Whirlpool. Some South Korean vendors of LG such as Nainko have also established operations at Ranjangaon. This has helped in giving an MNC touch to the Ranjangaon MIDC. Chakan Industrial Area. MCCIA study also states that an additional 15 percent of proposals for setting up manufacturing operations are in Chakan MIDC. At a distance of 30 km. from PMC and 20 km. from PCMC, Chakan MIDC is suitable for its strategic location. Due to its proximity to PCMC MIDC, automobile and auto - related manufacturing operations are been set up in Chakan MIDC. IT Industries. PMC is emerging as a major IT centre, with sprawling software parks mushrooming all over the city and PMR area. According to the Software Technology Parks of India (STPI), software exports from Pune has increased by 48 percent, touching the US$2 billion-mark, even surpassing Mumbais exports. Today, PMR houses more than 100 IT industries, one forth of which are multinationals, who are involved in research and development, engineering services and embedded technology-related work. The biggest IT Park in PMR is MIDC promoted Rajiv Gandhi InfoTech Park (Phase I and II) at Hinjewadi, which has witnessed a spectacular growth. Currently spread over 305 Ha., it is likely to be expanded (additional 750 Ha.) in the next few years. Followed by Hinjewadi, Kharadi and Talawde IT Parks are also rapidly developing. In addition to IT Parks developed by MIDC, and since GoM as permitted several private developers to establish IT Parks, a series of IT parks are coming up in residential areas such as Kharadi, Magarpatta, and Kalyani Nagar etc.
3.3.3 Trade and Commerce

A large proportion of the citys population thrives on wholesale and retail trade and commerce. The city serves as the regional wholesale market for food grains and other commodities. It also serves as the
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market centre for agricultural produce such as green peas, wheat, rice, pulses, oilseeds, maize, etc., which are cultivated in the rural hinterland. Pune also functions as a distributing centre for agricultural implements, fertilizers, drugs and medicines, iron and steel, cement and minerals, petroleum products and forest produces such as timber, and readymade garments and textiles. (Table 3.4 ) .
Table 3.4: Commercial Establishments in PMC
Category
Shops Commercial Establishments Hotels Theaters
Establishments Nos.
11,718 22,925 3,967 30
Employment Nos.
28,866 193,557 9,237 313
Total
(Source: PMC Environmental Status Report, 2005.)
38,640
231,973
Currently, Central Business District (CBD) comprises areas of Camp (MG Road, East Road), Swargate, Laxmi Road (Tilak Road, Bajirao Road), Kalyani Nagar, Shivajinagar, Wakad Wadi, Deccan, FC Road, JM Road, and Ahmednagar Road (Figure 3.10). Main commercial activities observed in these areas are corporate offices/ headquarters for manufacturing and service units, business process outsourcing centres, call centres, banking, insurance, retail trading, shopping malls, entertainment, cinema theatres, heath services, educational institutions, hotels and restaurants etc.
3.4 Land use Distribution

The first Development Plan (DP) for PMC was prepared in 1966 for a 10 year horizon till 1976 as per Maharashtra Town and Country Planning Act, 1966. Revision to this was made in 1982 which was sanctioned by the GoM in 1987. This second DP was prepared for 20 year horizon (to be valid till 2007) for PMC area of 138.36 sq. km. In 2001, PMC jurisdiction was extended by merging 23 neighbouring villages (in parts) and DP was exclusively prepared for this fringe area for a horizon of 20 years (valid till 2021). Distribution of land use as per 1987 and 2001 DP is given in Table 3.5. The combined percentage distribution for various land use categories is presented in Figure 3.7.
8 5 6 43 12 Residential Commercial Industrial Public and Semi-public Public Utilities Transport Reserved Forest and Agri 13 1 7 4 2 Water Bodies Hills and Hill Slopes Recreational
Figure 3.7: Percentage of Land use Distribution PMC
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Table 3.5: Land use Pattern PMC
Land use Category

Residential Commercial Industrial Public and Semi-public Public Utilities Transport Reserved Forest and Agri Water Bodies Hills and Hill Slopes Recreational
1987 DP 2001 DP Sq. km. Sq. km.

50.58 2.35 7.26 15.22 1.38 22.00 2.35 12.04 12.45 12.73 53.16 1.57 2.62 1.45 9.81 26.70 2.48 7.79
Total Sq. km.

103.74 3.92 9.88 16.67 1.38 31.81 29.05 14.52 12.45 20.52
1987 DP 2001 DP % %
36.56 1.70 5.25 11.00 1.00 15.90 1.70 8.70 9.00 9.20 50.35 1.49 2.48 1.37 9.29 25.29 2.35 7.38
Total %
42.53 1.61 4.05 6.83 0.57 13.04 11.91 5.95 5.10 8.41
Total
138.36
105.58
243.94
100.00
100.00
100.00
(Source: City Development Plan (CDP), PMC).
The combined land use pattern shows that around 43 percent of the area is under residential zone, two percent is under commercial zone, four percent under industrial zone and 16 percent under public/semipublic and recreational use. The 1987 DP was implemented up to 30 percent only. Though statistics for the ground situation for changed land use is not available, from field surveys and discussion with PMC officials, it is observed that a lot of land use changes are taken place from the defined zones, especially for commercial areas. Old city wards are overcrowded with commercial establishments and the same is the case with areas along transport corridors. One can also see a number of IT offices in residential areas since IT industry is permitted in residential zones.
3.5 Growth Trends and Projection

3.5.1 Spatial Growth
Over the years PMC has grown in concentric rings. Future growth of PMC will be mainly governed by existing transport corridors, existing and future industrial developments in and around PMC and the expansion of central business district (CBD). Spatial growth of PMC will taken place towards employment nodes; in areas which are closer to these nodes and areas which gives immediate connectivity to these nodes. Along with this, few areas in PMC will be further densified and will be overcrowded in terms of commercial developments while out migration is expected from already overcrowded residential areas towards peripheral areas. A detailed discussion on spatial growth is given below. Overall PMR growth directions will be in line with PMC, however, below, potential areas within PMC are mainly furnished. Growth corridors of PMC are shown in Figure 3.8. Also refer Figure 3.9 and Figure 3.10 for PMR Industries and Future Growth, and PMC CBD and Future Growth. West, North-West and North IT and Auto hub. PCMC MIDC is fully developed and will continue to attract PMC citizens for jobs which are already created. Hinjewadi Phase I and II are attracting major investments while Phase III and IV are in the planning stage. Hinjewadi Phase III has given a Special
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Economic Zone (SEZ) status and is borne to attract number of multinational companies. As already discussed in earlier sections Chakan MIDC is also attracting major investments and is developing as an extension to PCMC MIDC. Bharat Forge has proposed an SEZ just 45 km. North of PMC over an area of 1,800 Ha. to be developed majorly as auto and auto component industries. All these existing and future industrial developments are well connected with PMC through old and new NH-4 and MumbaiPune expressway through city roads such as Pashan Road, Sus Road (SH-57), Baner Road, Karve Road and Sinhagad Road. For future expansion of PMC in the West, North West, and North potential areas will be Baner, Balewadi, Sutarwadi, Pashan, and Aundh where a majority of residential growth is likely to take place. Though there is a spill over of developments into PCMC area (in and around Waked) which are closer to Hinjewadi and PCMC MIDC, PMC is the preferred destination as there have better level of infrastructure services. CBD expansion is expected in and around city roads leading to old and new NH4 and expressway. North-East IT, BPO and White Goods hub. North-East areas of Pune will receive equal attention for various developments along with West, North-West and North areas. Towards North-East, Ranjangaon MIDC with C PSI zoning is attracting White Goods investments while areas of Kharadi, Kalyani Nagar, Parnakuti, Bund Garden along Pune-Nagar Road are attracting IT and BPO investments. This area has a proximity advantage to existing airport at Lohgaon while the proposed international airport at Chakan can be easily be accessed from Pune-Alandi Road. Along with these developments, Pune-Nagar Road is witnessing a high commercial developments along it in the last few years. For future expansion of PMC in the North-East potential areas will be Kharadi, Ramwadi, Wadgaon Sheri, Lohgaon, Parnkuti, Kalyani Nagar, Yerwada etc. CBD expansion is expected in and around Pune-Nagar Road. South, South-East. Following West, North and North-East, South and South-East will be the potential area for PMC spatial growth. Hadapser area has already seen a lot of spill over from PCMC MIDC and many investors have established their manufacturing operations here. Hadapser industrial areas have advantage of Pune-Solapur Road connectivity. This area has also seen IT developments by private investors, where IT offices are developed as a self-contained city (along with residential areas, schools, amenities etc.). Magarpatta Cyber city is a good example of this. Southern areas of PMC will be further densified taking advantage of connectivity to industrial areas in West and North through Mumbai-Pune expressway. PMCs growth towards the extreme south and beyond its boundaries is restricted due to hills and forests. For future expansion of PMC in the South and South-East potential areas will be Hadapser, Ramtekadi, Mahamadwadi, Kondhawa etc. CBD expansion is expected in and around PuneSolapur Road.
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Figure 3.10: PMC CBD and Growth
South, South-West Expansion in South and South-West areas will be mainly triggered by Mumbai-Pune expressway link. Areas of Kothrud, Warje, Karve Nagar, Wadgaon will continue to receive attention for residential and commercial developments. These areas are already developed in terms of infrastructure services and availability of various amenities (education, health, banking services etc.) and hence preferred by many citizens. In the South and South-West, spill over of developments beyond PMC limits is not expected in future due to geographical restrictions such as Panshet and Khadakawasala dams, hills and forests. The area beyond PMC also lacks transportation linkages except for Pune-Satara Road.
3.5.2 Population and Employment Growth

Population and employment projections worked out for PMR, except PMC are mainly based on past trends. Population and Employment projections for PMC are based on assessment presented in earlier sections. This broadly includes: I. Land use distribution as per Old and New Development Plans, Land use Changes II. Spatial growth of PMC, existing and future Growth Corridors III. Existing density patterns IV. Existing and future investments in Industries V. Future growth of CBD, employment scenario VI. Future growth of residential areas VII. Average employment for commercial/public/industrial areas in different localities
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For ward wise projections, wards were applied with different growth rates based on existing population density and employment in each ward and its potential for future development. Different growth rates were also applied over the decades such as for 2011, 2021, 2031 etc. considering overcrowding and out-migration issues. Table 3.6 gives the summary of projected population and employment for PMR. A detailed ward wise projection for population and employment for PMC is given in Appendix 3.1 and Appendix 3.2 respectively. Figure 3.11 shows the Population growth in PMC. Following are the major observations from population and employment projection analysis: I. PMC population will grow to 5.63 Mn. by 2031 II. PMC employment will grow to 2.36 Mn. by 2031 to have workforce participation rate of around 42 percent III. PMC average population density in 2007 will be 12,173 persons/sq. km., in 2011 will be 13,718 Persons/sq. km., in 2021 will be 18,064 persons/sq. km. and in 2031 will be 23,102 persons/sq. km. IV. Population density will be more than twice of population density in 2001. V. PMR population will grow to 11.41 Mn. by 2031 VI. PMC employment will grow to 4.85 Mn. by 2031 to have workforce participation rate of around 43 percent
6,000
5,633
5,000
4,405
4,000
3,345
3,000
2,538
2,968
Population '000
2,000
1,567 1,203 607 856
1,000
488
1951 1961 1971 1981 1991 2001 2007 2011 2021 2031
Year
Figure 3.11: PMC Population Growth Table 3.6: Projected Population and Employment
Region
Pune Municipal Corporation Pune Cantonment Khadki Cantonment Pimpri-Chinchwad Municipal Corporation Rest of the PMR Total Pune Metropolitan Region (PMR)
(Source: Analysis.)
Population (Million) 2007 2011 2021 2031

2.97 0.11 0.12 1.42 0.70 5.31 3.34 0.12 0.12 1.74 0.79 6.11 4.40 0.13 0.13 2.75 1.07 8.48 5.63 0.14 0.15 4.10 1.39 11.41
Employment (Million) 2007 2011 2021 2031

1.11 0.04 0.04 0.54 0.25 1.98 1.35 0.04 0.04 0.72 0.29 2.44 1.78 0.05 0.05 1.26 0.39 3.52 2.36 0.05 0.05 1.89 0.50 4.85
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4. Existing Urban Transport System

4.1 Traffic Surveys and Data Collection
The following surveys were undertaken to develop/update the traffic and transportation data for the study: Traffic volume count Road side interview On street parking survey Pedestrian count survey Speed and delay survey Off street parking survey NMT survey IPT survey
4.1.1 Screen Line flows

The traffic flow data was collected two screen line locations for 12 hours. The screen lines are shown in Figure 4.1. The summary of the counts for all locations are given in Table 4.1. The composition of traffic which is predominantly two wheeler oriented is shown in Figure 4.2. The detailed survey methodology and survey results are presented in Appendix 4.1.
Auto Rickshaw 15%
LCV 3%
Cycles 7%
Bus 1%
Van 3%
Cars/Jeep 9%
Two Wheeler 62%
Figure 4.2: Composition of Traffic flow at screen line locations
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Table 4.1: Summary of Screen Line Counts (12hrs)

Buses Pvt Vehicles & IPT Goods Vehicles Slow Moving Vehicles TOTAL
Sl. No. Standard Bus Van Cars/Jeep Trucks MAV LCV Tractor Cycles Other Bus Mini Bus Two Wheeler Auto Rickshaw
Location
Carts
Cycle Rickshaw
Total Vehicles
Total PCUs
Screen Line - 1 ( Railway Line Between Mumbai to Solapur) 274 216 1 0 4,718* 1,161 2,710 10 55 468 493 386 322 3,919 8,123 5,606 159 155 2,215 12,390 51,614 8,175 99 114 980 5,296 25,500 5,556 2,524 451 608 314 111 997 4,709 29,269 7,506 109 398 392 3,025 9,240 27,895 10,964 1,041 253 4 1,385 259 107 2,493* 919* 1,528* 17,699* 30,701* 8,335* 395* 35* 0 0 519 2,263 21,238 3,996 98 0 842 2,119* 2,001 805 1,234 2,214 1,581 61 103 1,476 3,568 8,801 842 568 39 163 66 171 2,059 4,369 12,069 3,569 2,185 76 1,988 1 0 13* 13 22 3 13 1 79 135 1,160 4,228 13,913 3,312 948 154 873 2 20 1,241 1,863 791 1,991 3,794* 2,432 4,257 1,720 1,300 4,064 14 23 0 57 7* 0 110 2 2 79 0 2 0 0 5* 0 0 0 0 47 26,333 28,676 16,414 31,004 72,761* 58,815 50,923 44,423 79,002 25,804 27,882 32,263 14,900 29,007 81,732* 66,260 52,883 50,448 76,073 30,482
10
RUB near Harries Bridge RUB at Aundh Road RUB at Range hill Road RUB at Joshi Road ROB near Sancheti Hospital RUB near Railway Station ROB near Alankar Theatre ROB at Wadia college ROB near Koregaon Park Level crossing at Ghorpadi Road
912* 0 349 0 0 2,143 0 0 0 1 1,382 2,335 389 122 5 16 178 132 0 1 0 0 408 329 642 955 311 0 0 0 452 299 1,585 0 1,869 2,397 2,838 3,689 7,285 0 15 75 1,144 7,751 3 29 1,531 3,366 196 357 4,053 8,581 0 13 2,132 6,077 36,066 48,145 24,013 18,662 0 17,707 25,428 12,505 26,591 39,233 42,364 794* 845* 2,2468* 11,103* 17,441* 2,389* 5,043 6,683 2,950 2,703 15,769 0 3,813 3,943 5,894 11,551 10,496 6,723* 9 180 19 43 165 0 0 0 21 228 286 1,118* 7 37 0 0 29 0 0 1 7 67 835 3,158* 1,368 2,976 935 274 2,129 0 436 271 796 2,019 612
Screen line 2 (Mula Mutha River) 65* 0 36 2 0 0 0 0 0 0 114 7 647* 5,608 3,735 2,160 1,160 5,638 205 2,148 1,310 2,778 1,823 6,174 6* 0 1 7 3 0 0 38 37 5 24 36 1* 0 2 0 0 0 0 0 0 0 0 0 47,448* 56,323 75,331 35,015 24,079 35,960 17,912 34,140 20,794 39,594 61,385 71,262 58,533* 46,097 64,850 28,734 21,592 53,310 13,362 30,520 20,974 37,558 65,576 73,947
Warje Bridge
Raja ram Bridge
Mathre Bridge
S.M.Joshi Bridge
Near Sanjeevani Hospital
Sambhaji Bridge
Godzil Bridge(TW only)
Z- Bridge
Tilak Bridge
10
Shinde Bridge
11
Shivaji Bridge
12
Dengale Bridge
4-3
Buses
Pvt Vehicles & IPT
Goods Vehicles
Slow Moving Vehicles
TOTAL
Sl. No. Standard Bus Van Cars/Jeep Trucks MAV LCV Tractor Cycles Carts 227 1,466 41 114 2,794 1,168 666 3,633 30,260 50,921 11,327 2,909 1,881 1,944 76 239 710 4,404 19,280 2,700 2,079 809 2,328 184 8 48 138 2,840 12,271 33,898 5,735 864 5 1,676 442 1,467 535 5,143 22,507 65,967 15,676 1,699 1,186 3,424 3 217 321 2,947 7,055 29,669 9,896 279 10 1,024 6 1,138 6,022 3,910 8,510 2,522 12 1 19 196 33 Other Bus Mini Bus Two Wheeler Auto Rickshaw
Location
Cycle Rickshaw 1 0 0 0 0
Total Vehicles 52,802 1,25,096 61,887 41,629 1,10,066
Total PCUs 56,096 1,31,431 55,457 40,043 1,22,205
13
Ambedkar Bridge
14
Yerwada Bridge
15
Kalyani Bridge
Kharadi Bridge 17 Sangam Bridge Note:*-Survey Results corresponds to 24 hours
16
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4.1.2 Cordon Flows

Road Side Interview surveys are also carried along with Classified Volume Count survey at cordon points. Outer Cordon: is the boundary of Local Planning Area, along which, ten locations have been selected. The directional classified volume count surveys were conducted for 24 hours across these points. The summary of the data collected for 24 hours is presented in Table 4.2 and the peak hour details is shown in Table 4.3.
Table 4.3: Peak hour traffic across Outer Cordon
Sl. No. 1 2 3 4 5 6 7 8 9 10 Corridor Location Alandi Road Aundh Road Mumbai Pune Road Kondhwa Road Mumbai Pune Expressway Nagar Road Pirangut Road Saswad Road Satara road Solapur Road Dighi Pimple Nilakh Kasarwadi Khondhava Budarch Wakad Near Hadapser Bypass Bhukan Toll plaza Toll plaza Toll Plaza Time 18.00-19.00 07.00-08.00 18.00-19.00 09.00-10.00 18.00-19.00 18.00-19.00 07.00-08.00 06.00-07.00 00.00-01.00 11.00-12.00 Peak Hour Vehicles 2,295 4,167 10,284 927 4,788 6,255 1,037 1,524 1,219 3,480 PCUs 2,021 3,716 11,150 1,501 6,289 9,806 1,591 2,385 2,578 6,230 Total (24 Hours) Vehicles 24,399 67,224 1,12,712 14,320 56,833 64,019 15,485 32,246 26,658 50,389 PCUs 24,756 57,240 1,22,188 18,505 75,133 97,930 17,851 46,533 43,836 88,131
The analysis of the classified volume count across the outer cordon suggests that Kasarwadi on Mumbai pune road and Near Hadapser Bypass on Nagar road are the two locations that account for majority of the traffic entering / exiting the region. Kasarwadi is busiest of all the locations with about 1, 12,712 vehicles. The composition of traffic across the outer cordon is presented in Figure 4.3.
Cycles 7% Tractors 3% LCV 12% MAV 6%
Cycle Rickshaw 2%
Bus 4%
Van 2%
Cars 1% Two Wheeler 7% Auto Rickshaw 19%
Trucks 37%
Figure 4.3: Composition of traffic across the outer cordon location
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Table 4.2: Summary of Outer Cordon Counts

Buses Standard Bus Van 703 3438 2510 627 5772 2825 1924 4450 655 4441 5502 14376 17323 1419 15558 12652 3863 4754 6721 6000 10359 37562 59639 5333 17882 21715 5704 8208 6375 11648 1405 3264 7945 2373 1654 4871 205 3476 254 4595 1352 2063 4524 1973 7688 9845 1392 3514 5749 10130 119 138 2227 413 816 2421 285 1777 708 4459 3068 1930 4311 1038 2349 5037 1708 3048 3494 6079 67 19 46 182 17 114 51 288 68 518 1033 1689 3856 527 144 1393 46 929 205 644 6 1 1 33 0 6 1 78 8 20 4 0 1 13 0 16 0 56 0 28 Cars Trucks MAV LCV Tractors Cycles Carts 394 762 5560 68 1214 1484 125 1126 1939 910 111 989 2972 128 2366 551 56 227 248 548 276 993 1797 193 1373 1089 125 315 234 369 Other Bus Mini Bus Two Wheeler Auto Rickshaw Cycle Rickshaw Pvt Vehicles & IPT Goods Vehicles Slow Moving Vehicles TOTAL Vehicles 24399 67224 112712 14320 56833 64019 15485 32246 26658 50389 PCUs 24756 57240 122188 18505 75133 97930 17851 46533 43836 88131
Sl. No.
Location
1 2 3 4 5 6 7 8 9 10
Dighi Pimple Nilakh Kasarwadi Kondhawa Budarch Wakad Near Hadapser Bypass Bhukan Toll plaza (Saswad Road) Toll plaza (Satara Road) Toll plaza (Solapur Road)
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4.1.3 Road Side Interview

The collected data was coded, processed and expanded to total traffic. Average sample size obtained for various categories of vehicles for the O-D survey across outer cordon locations are given in Table 4.4.
Table 4.4: Average Sample Size for Outer Cordon Points
Sl. No. 1 2 3 4 5 6
Vehicle Type Car Auto T/W Truck LCV MAV
Sample Size 2% 2% 1% 10% 3% 15%
Trip Frequency: The detailed trip frequency distribution is shown in Figure 4.4. Daily trips(50%) and multiple trips(23%) account for nearly greater of all trips. Trip frequency across outer cordon points is presented in Table 4.5.
Monthly 11%
Fortnightly 3% weekly 8% Alternate day 5%
Multiple Trips a Day 23%
Daily 50%
Figure 4.4: Average Trip Frequency across Outer Cordon Point Table 4.5: Trip Frequency on Outer Cordon Points Frequency of the Trip Location Name Multiple Trips per day
16% 14% 29% 37% 7%
Daily
44% 62% 54% 42% 55%
Alternate day
4% 4% 4% 5% 5%
Weekly
16% 9% 4% 9% 9%
Fortnightl y
11% 0% 2% 2% 3%
Monthly
9% 11% 7% 5% 22%
Total
100% 100% 100% 100% 100%
Dighi Pimple Nilakh Kasarwadi Kondhawa Budarch Wakad
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Frequency of the Trip Location Name Multiple Trips per day

35% 53% 13% 28% 25% 23%
Daily
54% 30% 48% 36% 45% 50%
Alternate day
5% 6% 4% 7% 5% 5%
Weekly
4% 8% 15% 6% 8% 8%
Fortnightl y
0% 1% 4% 6% 3% 3%
Monthly
3% 3% 17% 17% 13% 11%
Total
100% 100% 100% 100% 100% 100%
Near Hadapser Bypass Bhukan Toll plaza (Saswad Road) Toll plaza (Satara Road) Toll plaza (Solapur Road)
Average
Purpose of Journey: Analysis on purpose of journey reveled that the work trips constitute more with 49% followed by business trips of 24% and Education 9%. Trip purpose at all the locations across outer cordon points is shown in Table 4.6. The work trips are predominant at all the points on outer cordon locations. Tourism/pilgrim trips are observed on Satara road, Solapur road and Saswad road.
Table 4.6: Purpose of Journey on Outer Cordon Points
Location Name Dighi Pimple Nilakh Kasarwadi Kondhawa Budarch Wakad Near Hadapser Bypass Bhukan Toll plaza (Saswad Road) Toll plaza (Satara Road) Toll plaza (Solapur Road) Average Work 42% 68% 60% 26% 74% 74% 36% 23% 37% 51% 49% Business 47% 15% 19% 25% 10% 14% 26% 31% 37% 22% 24% Education 3% 3% 5% 41% 4% 5% 26% 2% 1% 1% 9% Purpose of the Trip Social & Tourism/ Recreation Pilgrimage 3% 1% 1% 4% 7% 4% 5% 2% 1% 3% 4% 9% 13% 13% 13% 7% 2% 2% 6% 8% 9% 4%
Others 5% 8% 4% 2% 8% 1% 2% 25% 3% 4% 6%
Total 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%
Occupancy: Analysis on occupancy of the vehicles reveled that the average occupancy of car is 2.9, which of two-wheeler is 1.6 and the average occupancy of auto is 3.8. Distribution of average occupancy based on vehicle type has been shown in Figure 4.5. The average occupancy at all the locations across outer cordon points is shown in Table 4.7.
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4.5 Average Occupancy 4.0 3.5 3.0 2.5 2.0 1.5 1.0 0.5 0.0 Car TW 2.9
3.8
2.52 1.6
2.41
2.29
Auto
MAV
LCV
Truck
Vehicle Type
Figure 4.5: Average Occupancy by vehicle type across Outer Cordon Point Table 4.7: Average Occupancy by vehicle type on Outer Cordon Points Average Occupancy by Vehicle Type Location Name Car
Dighi Pimple Nilakh Kasarwadi Kondhawa Budarch Wakad Near Hadapser Bypass Bhukan Toll plaza (Saswad Road) Toll plaza (Satara Road) Toll plaza (Solapur Road) 2.46 2.64 2.86 3.36 3.37 2.34 4.21 3.43 3.61 1
TW
1.88 1.41 1.49 1.48 1.57 1.54 1.87 1.71 1.33 1.65
Auto
4.73 2.73 3.24 5.38 2.82 3.17 5.39 3.18 3.29 4.2
MAV
2.91 2.05 2.52 2.57 2.64 2.4 2.34 2.45 2.45 2.87
LCV
1.61 2.84 2.19 3.51 2.9 2 2.03 2 2.53 2.47
Truck
2.37 2.03 3.06 2 2.19 2.17 2.03 2.28 2.45 2.36
Average
2.9
1.6
3.8
2.5
2.4
2.3
Trip Characteristics: The zones have been broadly sectored in to three major sections for analyzing the trip characteristics. They are: Pune Municipal Corporation Zones 1 to 146 Pune Metropolitan Area Zones 146 to 161 Outside Pune Metropolitan Area Zones 162 to 169 The Road Side Interview survey revealed that 24% of all trips entering pune city are destined to places outside pune. The percentage of trips between sectors for all vehicles and Goods vehicles separately is given in Table 4.8 and Table 4.9. It is seen that trips between zones outside PMC ( E-E category in the Table 4.8 and Table 4.9) is significant at all major corridors.
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Table 4.8: Percentage of Trips Originating and Destining between Sectors
Location
Dighi Pimple Nilakh Kasarwadi Kondhawa Budarch Wakad Near Hadapser Bypass Bhukan Toll plaza (Saswad Road) Toll plaza (Satara Road) Toll plaza (Solapur Road) Average
I-E
20% 38% 46% 38% 29% 41% 61% 17% 46% 41%
E- I
63% 35% 36% 28% 23% 37% 13% 54% 19% 34% 34%
E-E
16% 23% 11% 21% 48% 18% 26% 29% 35% 25% 25%
38% I & E = Trips between Internal (PMC) Zones & External Zones E & I = Trips between External Zones & Internal Zones E to E = Trips between External Zones to External Zones
Table 4.9: Percentage of Trips Originating and Destining between Sectors for Trucks
Location
Dighi Pimple Nilakh Kasarwadi Kondhawa Budarch Wakad Near Hadapser Bypass Bhukan Toll plaza (Saswad Road) Toll plaza (Satara Road) Toll plaza (Solapur Road) Average
I-E
43% 39% 45% 32% 26% 37% 66% 20% 27% 45%
E- I
32% 28% 33% 34% 17% 35% 11% 31% 19% 22% 26%
E-E
25% 33% 22% 34% 57% 28% 23% 48% 54% 36% 36%
38% I & E = Trips between Internal (PMC) Zones & External Zones E & I = Trips between External Zones & Internal Zones E to E = Trips between External Zones to External Zones
4.1.4 Speed and Delay

The speed and delay survey data was gathered along various corridors during the peak period. The summary of the speed and delay data gathered along the nineteen corridors during the peak period is presented in Table 4.10. Average journey speed in the city on the major corridor is about 22kmph.
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Table 4.10: Speed & Delay Survey Results for Peak Hour
Sl.No. Name of the Stretch Parvati Villa Road 1 Koregaon road 2 Direction From Cantonment Hospital Lulla Nagar Average Commissioner office Yerwada Average Nal Stop 3 Mathre Bridge Road Sena dutta Police Chowk Nal stop 1700 Yerwada Commissioner office 3000 To Lulla Nagar Cantonment Hospital Distance (mts) 2300 Journey Speed (kmph) 25 25 25 18 14 16 13 11 12 12 18 15 29 26 27 23 22 23 36 36 36 41 43 42 29 30 29 15 16 15 13 15 14 18 18 18 16 18 17 29 900 30 29 9 22 15 22 22 22 17 6200 18 18 3300 32 19 26 19 27 23 22 22 22 35 23 29 26 35 30 25 31 31 14 25 20 25 23 24 22 Running Speed (kmph) 30 30 30 20 17 19 16 15 15 15 19 17 31 30 30 24 26 25 36 36 36 41 44 43 30 31 31 16 21 19 14 18 16 21 22 22 24 25 24 30
Tanagivade to Swargate Aundh Road Ghorpadi to Sancheti
Alandi Road
Deccan College Road
Elphinstone Road
10 11
Jhangli Maharaj Road Joshi Road
12
Karve Road
13
Nagar Road
14
Pune Mumbai Road
15 16
Wellesley Road Ganeshkhind Road
17
Shivaji Road
Sena dutta Police chowk Average Tanajivade Swargate Swargate Tanajivade Average Sancheti Hospital Railway Track Railway Track Sancheti Hospital Average Ghorpadi Junction Sancheti Hospital Sancheti Hospital Ghorpadi Junction Average Mental Hospital Sangamwadi corner Mental hospital corner Sangamwadi Average Mulla Road Sangamwadi Sangamwadi Mulla Road Average Mumbai Pune Mulla Nagar Road Road Mumbai Pune Road Mull Nagar Road Average Deccan Sancheti Hospital Sancheti Hospital Deccan Average Balgandharva Kumbekar Chowk Kumbekar Chowk Balgandharva Average Deccan Karve Nagar Karve Nagar Deccan Average Bund garden Ramwadi Ramwadi Bund Garden Average Abevantha Maha Joshi road Vidhyalaya Abhevantha Maha Joshi Road Vidhyalaya Average Sancheti hospital Jahangir chowk Jahangir Chowk Sancheti Hospital Average Sancheti Hospital University Chowk University Chowk Sancheti Hospital Average Swami Vivekananda Sancheti Hospital Statue Swami Vivekananda Sancheti Hospital Statue Average Sarabagh Mutha River junction
5200
14600
3000
2000
2100
3200
2200 1200
3200
4470
2600 2800
18
Sinhagad Road
19
Solapur Road
Mutha River Junction Sarasbagh Average Phule Gate Chowk Magar peth Chowk Magar Peth Chowk Phule Gate Chowk Average Average
4700
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4.1.5 On Street Parking

Parking survey was conducted for a period of 12 hrs continuously at eight identified locations/stretches. The Parking Car Equivalents (PCE) adopted for different vehicle types for the analysis is given in Table 4.11.
Table 4.11: PCE Values Adopted for Various Vehicle Types
Sl. No. 1 2 3 4 5 6 Vehicle Category Car Two Wheelers Bus Trucks LCV Auto Rickshaws (IPT) PCE 1.0 0.2 2.5 2.5 1.75 0.5
The terms used are explained below. Parking Accumulation : The number of vehicles parked in an area at any specific moment constitutes. Parking Index : Percentage of theoretically available length of the kerb space to be actually occupied by vehicles. Hourly Variation: The parking demand exists uniformly through out the day with slightly higher demand during the period from 11.00 to 11.30. The demand for parking begins at around 08.00 and lasted till 20.00 hours. The hourly parking accumulation at all the locations is shown in Figure 4.6.
Number of Vehicles Parked
1200 1000 800 600 400 200 0 8.00 8.30 9.00 9.30 10.00 10.30 11.00 11.30 12.00 12.30 13.00 13.30 14.00 14.30 15.00 15.30 16.00 16.30 17.00 17.30 18.00 18.30 19.00 19.30
Time in Hours
Figure 4.6: Hourly Parking Accumulation
Parking Duration: There is no significant variation in terms of duration of parking for different vehicle types. Figure 4.7 shows the duration of vehicles parked at all survey locations.
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100% 80% 60% 40% 20% 0%
B R aji ao
FC R oad
Godgil
LB S astri
JM R oad
K elkar
K tekar um
K arve
R oad
S treet
R oad
Upto 0.5 hour
0.5 - 1 hour
1-2 hour
2 -3 hour
Road
> 3 hour
Figure 4.7: Parking Duration
More than 70% of the vehicles are parked less than one hour as the selected locations are in commercial areas. The percentage of parking duration at different locations is shown in Table 4.12.
Table 4.12: Location-wise Parking Duration Parking Duration (%) Sl. No. Location Up to o.5 Hour 81% 95% 97% 73% 91% 89% 61% 75% 97% 94% 82% 94% 84% 84% 85% 0.5 to 1 Hours 16% 5% 2% 16% 7% 10% 25% 16% 3% 6% 7% 6% 14% 15% 11% 1 to 2 Hours 3% 0% 0% 10% 1% 1% 13% 9% 0% 0% 10% 1% 2% 1% 4% 2 to 3 Hours 0% 0% 0% 1% 0% 0% 1% 0% 0% 0% 1% 0% 0% 0% 0% More than 3 Hours 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% Total 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%
1 2 3 4 5 6 7 8 9 10 11 12 13 14 Average
Baji Rao Road FC Road (LHS) FC Road (RHS) Godgil Street Jhangli Maharaj Road(LHS) Jhangli Maharaj Road(RHS) Karve Road Kelkar Road Kumtekar Road(LHS) Kumtekar Road(RHS) LB Sastri Road(LHS) LB Sastri Road(RHS) Tilak Road(LHS) Tilak Road(RHS)
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Road
R oad
Tilak
The total number of parked vehicles during the count period is given in Table 4.13. Truck/LCV parking is observed on LB Sastri Road and Godgil Street. Maximum parking is observed on FC road, with 3,845 vehicles in 12 hours.
Table 4.13: Summary of Parked Vehicles Sl. No. 1 2 3 4 5 6 7 8 9 No. of Vehicles Parked(12 hrs) Road Baji Rao Road FC Road Godgil Street Jhnagli Maharaj Road Karve Road Kelkar Road Kumtekar Road LB Sastri Road Tilak road TwoWheeler 632 1,809 643 1,316 738 920 1,333 1,413 1,359 Car/van 251 1,530 159 534 227 260 407 576 272 Auto 7 506 94 184 31 89 186 372 66 Bus 0 0 0 5 0 0 3 71 7 Truck/LCV 4 0 25 5 12 13 2 136 0 Total 894 3,845 921 2,044 1,008 1,282 1,931 2,568 1,694
Highest amount of parking activity was found on FC road with 3,845 parked vehicles during the count period and the least amount of parked vehicles was found on Baji Rao road among the survey locations. Composition of Parked Vehicles: The average composition of vehicles parked at all the locations is shown in Figure 4.8 and in Table 4.14. Two-wheelers shared the majority of the total vehicles parked, which share 63% of the total vehicles.
Auto 9% Car/van 26%
Bus Truck/LCV 1% 1%
Two-Wheeler 63%
Figure 4.8: Average Composition of Parked Vehicles
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Table 4.14: Location-wise Composition of Parked Vehicles Sl. No. 1 2 3 4 5 6 7 8 9 Average Road Baji Rao Road FC Road Godgil Street Jhnagli Maharaj Road Karve Road Kelkar Road Kumtekar Road LB Sastri Road Tilak road Two-Wheeler 71% 47% 70% 64% 73% 72% 69% 55% 80% 63% Composition of Parked Vehicles Car Auto Bus 28% 40% 17% 26% 23% 20% 21% 22% 16% 26% 1% 13% 10% 9% 3% 7% 10% 14% 4% 9% 0% 0% 0% 0% 0% 0% 0% 3% 0% 1% Truck/LCV 0% 0% 3% 0% 1% 1% 0% 5% 0% 1%
4.1.6 Off Street Parking

Off street parking survey were conducted for a period of 12 hrs continuously. The duration of vehicles parked at all the survey locations is presented in Figure 4.9.
H alw am ada
M andai 1
P CB M ack
FC college
S tation 1
M andai
P C 1st M
station
100% 90% 80% 70% 60% 50% 40% 30% 20% 10% 0%
V ehicles P arked
P CG M ate
Locations 0-0.5 hours 0.5-1 hours 1-2 hours 2-3 hours >3 hours
Figure 4.9: Parking Duration
Long time parkers i.e. more than 3hrs duration are significant at Swargate, F.C College, PMC and Hamalwada. The percentage of parking duration at different locations is shown in Table 4.15.
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S argate w
M aharaj
Jhangli
R oad
P une
G ate
P une
gate
Table 4.15: Location-wise Parking Duration of Vehicles Parked Parking Duration (%) Sl. No. Location Up to o.5 Hour 15% 12% 37% 14% 26% 22% 21% 25% 29% 28% 12% 22% 0.5 to 1 Hours 15% 20% 24% 30% 41% 21% 23% 24% 39% 33% 4% 25% 1 to 2 Hours 23% 24% 22% 26% 18% 17% 18% 16% 21% 26% 4% 19% 2 to 3 Hours 21% 16% 10% 16% 7% 12% 14% 12% 4% 5% 14% 12% More than 3 Hours 26% 28% 7% 14% 8% 28% 24% 23% 7% 9% 67% 22% Total 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%
1 2 3 4 5 6 7 8 9 10 11
FC college Hamalwada Jhangli Maharaj road Mandai Mandai 1 PMC Back Gate PMC Gate 1 PMC Gate 2 Pune Station Pune Station 1 Swargate Average
The total number of parked vehicles during the count period is presented in Table 4.16. Car parking is significant at Hamalwada, Mandai, PMC and Pune Station. Maximum parking is observed at PMC, accounting about vehicles 1567 in 12 hours.
Table 4.16: Summary of Parked Vehicles
Sl. No. Road Car/van No. of Vehicles Parked Two Auto Wheeler Cycle Total
1 2 3 4 5 6 7 8 9 10 11
FC college Hamalwada Jhangli Maharaj road Mandai Mandai 1 PMC Back Gate PMC Gate 1 PMC Gate 2 Pune Station Pune Station 1 Swargate
110 412 95 363 93 22 150 465 433 0 0
654 297 460 456 381 1124 795 558 59 1307 812
22 21 29 6 22 68 0 0 0 0 39
23 50 10 0 11 353 7 0 0 0 16
809 780 594 825 507 1567 952 1023 492 1307 867
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Composition of Parked Vehicles: The average composition of vehicles parked at all the locations is shown in Figure 4.10 and in Table 4.17. Two-wheelers shared the majority of the total vehicles parked, which shared 65% of the total vehicles. Cars and auto shared 25% and 3% respectively; Cycles shared 7% of the Total vehicle parked.
Auto 3%
Cycle 7%
Car 25%
TW 65%
Figure 4.10: Average Composition of Parked Vehicles(off street) Table 4.17: Location-wise Composition of Parked Vehicles Sl. No. 1 2 3 4 5 6 7 8 9 10 11 FC college Hamalwada Jhangli Maharaj road Mandai Mandai 1 PMC Back Gate PMC Gate 1 PMC Gate 2 Pune Station Pune Station 1 Swargate Average Road Car 14% 53% 16% 44% 18% 1% 16% 45% 88% 0% 0% 25% Composition of Parked Vehicles Two Auto Cycle Wheeler 81% 38% 77% 55% 75% 72% 84% 55% 12% 100% 94% 65% 3% 3% 5% 1% 4% 4% 0% 0% 0% 0% 4% 3% 3% 6% 2% 0% 2% 23% 1% 0% 0% 0% 2% 7%
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4.1.7 Pedestrian Counts

Mid block Counts The survey was conducted at seventeen locations across Pune city for duration of 12 hours from 8:00 AM to 8:00 PM. The summary of pedestrian counts at all the locations is presented in Table 4.18.
Table 4.18: Details of Pedestrian counts Sl. No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 Locations Ambedkar Road(Near Court) Baji Rao Road (Near Chitle bandhu) Near Collector office FC Road(Near First Gate) Ganesh Khind university Chowk) Jawaharlal Market) Juna Bazar Khelkar Road Kumtekar Road Laxmi Road LB Sastri Road MG Road(Near Arora Towers) Motilal Road (Near Lemeridian) Senapati Bapat Road Shivaji Road Station Road Tilak Road Road (Near Peak Hour 5.00 pm- 6.00 pm 3.00 pm- 4.00pm 6.00 pm- 7.00pm 10:00 am-11:00 am 5.00pm- 6.00 pm 7.00 pm- 8.00 pm 9.00 am -10.00 am 6:00 pm-7:00 pm 9.00 pm- 10.00 pm 5.00 pm- 6.00 pm 6.00 pm- 7.00 pm 7.00 pm- 8.00 pm 9.00 am- 10.00am 5.00 pm 6.00pm 1.00 pm- 2.00 pm 7.00pm- 8.00 pm 5.00 pm- 6.00 pm Peak Hr Count 352 290 999 396 446 385 249 505 385 497 149 173 54 454 233 630 241 12 hr Volume 2327 2324 10373 1743 3581 3397 1721 3175 3476 3611 1210 1346 354 3626 2204 6084 1880
Nehru
Road(near
Heavy pedestrian crossings is observed at Collector office road, Station road and Kelkar road with a peak hour count of 999, 630 and 505 respectively. Junction Count The pedestrian survey was also conducted at twenty five intersections across Pune city for a duration of 12 hours from 8:00 AM to 8:00 PM. The summary of pedestrian counts at all the intersections is presented in Table 4.19. From the table, it is clear that significant pedestrian crossing activity is existing at major intersection also.
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Table 4.19: Details of Pedestrian counts Sl. No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 Locations Ahilya Devi Chowk Alka cinema Talkies Chowk Ambedkar Chowk Appa Balawant Chowk Bal Ghandharv Chowk Belbagh Chowk Bhorpadi Junction Dandekar Chowk Engineering College Fathima Nagar Junction Golibar Chowk Goltekdi Chowk Hadapser Bypass Jahangir Chowk Khandooji Baba Chowk Kumbarwes Chowk Laxmi Nagar Junction Lal Deval Chowk Limbharaj Maharaj Chowk Maldhakka Chowk Mitra Mandhal Chowk Nal Stop Junction Puram Chowk Sant Kabir Chowk Sena Dutta Chowk Peak Hour 6.00 pm- 7.00 pm 6.00 pm- 7.00pm 6.00 pm- 7.00pm 8:00 am-9:00 am 9.00am- 10.00 am 12.00 pm-01.00 pm 5.00 pm - 06.00 pm 11.00am- 12.00 pm 11.00am- 12.00 pm 12.00pm- 01.00 pm 6.00 pm- 7.00 pm 6.00 pm- 7.00 pm 9.00 am 10.00am 6.00 pm- 7.00 pm 6.00pm- 7.00 pm 11.00 am-12.00 pm 10.00am 11.00 am 9.00am-10.00am 12.00pm-1.00pm 05.00pm-06.00pm 05.00pm-06.00pm 07.00pm-08.00pm 05.00pm-06.00pm 06.00pm 07.00pm 08.00am-09.00am Peak Hr Count 2,235 1,118 821 3,091 1,750 1,753 2,088 1,670 532 1,735 816 1,049 1,433 691 789 1,428 2,027 2,780 2,480 1,884 390 921 1,684 745 846 12hr Volume 17,746 9,663 6,620 24,890 17,049 14,013 18,160 15,395 5,527 15,283 7,417 8,878 12,425 5,918 7,493 12,145 14,311 17,501 20,321 15,445 3,399 8,490 14,688 7,428 5,794
4.1.8 House Hold Survey Results

About 5000 Household were visited and trip information has been collected. The average trip rate is found to be 1.3 and the average trip length is 6.14 Km. The summary of survey results are given in Table 4.20.
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Table 4.20: Summary of Survey Results Average House Hold size Average Trip length by all modes Per Capita Trip Rate (All modes) Per Capita Trip Rate (Motorised) Mode Share Walk Cycle Two wheeler Car/Jeep Public Transport Auto Average Household Income
3.12 6.14 1.3 0.88 22% 11.1% 37.2% 10.2% 12.2% 7.2% 11,500
4.1.9 Road Network Characteristics

Road Network Inventory has been carried out on major radial and circumferential roads in the study area. The summary of type of road surveyed is shown in Table 4.21. The road network inventory details is shown in Figure 4.11.
Table 4.21: Summary of Road Network Inventory Number of Lanes Percentage Intermediate lane 2% Two lane 35% Four lane Divided 42% Four lane Un Divided 12% Six Lane Divided 10%
Sl.no 1 2 3 4 5
The Network inventory survey elicited the following information: Lane configuration Foot path details Landuse Pattern Parking details Hawker details Encroachment details Median details Traffic signal and Pavement marking details
This data is a key input to the transportation model.
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Figure 4.11: Road network inventory
4.2 Public Transport

Pune has a low share of public transport and high share of private transport. Pune Municipal Transport popularly known as PMT is operating buses in the PMC limits. A fleet of about 960 buses transporting nearly 5.50 lakh passengers in a day, a staff of about six and a half thousand, six depots, eighteen main bus stations and about 200 routes operated and maintained by PMT. PMPML has been recently formed merging PMT and bus corporation of Pimpri Chinchiwad. The gap between transport demand and supply is increasing in pune. Mumbai's BEST had a fleet of 1800 buses in 1971 when it had to cater to a population of 27 lakh people. Pune, today has roughly the same number of people [today as Mumbai did back then] but the PMPML has only about 960 buses in running condition.
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4.3 Terminals
4.3.1 Bus Terminals
There are four major bus terminals in Pune namely Shivaji nagar, Pune Railway station, Swargate and Pune Municipal Corporation. Some of the major problems associated with these bus terminals are: Access roads leading to these bus terminals are narrow and encroached by hawkers, shop keepers and parked vehicles. Inadequate facilities with in bus terminals in terms of bus bays, boarding alighting platforms and circulation.
Following are the seven bus depots/terminals situated in the city. Swargate Depot N.T.Wadi (Shivaji nagar) Depot Kothrud Depot Katraj Depot Hadapser Depot M.Yard Depot Pune Station Bus Terminal Mahatma Gandhi Bus Terminal
Among these seven bus terminals Swargate, Shivaji Nagar and Pune Station bus terminal are situated in the congested area.
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4.3.2 Truck Terminals

The major truck terminals in Market Yard area, Pune Station and Maldhakka where loading and unloading of goods takes place. Parking for trucks is located in the terminal area. Market yard is a wellplanned terminal situated on the southern outskirts of the old municipal limits. But with the addition of new areas in the new Development Plan 2026 it can be no longer be called outskirts. Under the present circumstances the location is right within the heart of the city. The operation of these terminals especially Maldhakka causes traffic congestion.
4.4 Non Motorized Transport

Historically, Pune was known as the "cycle city of India", however cycling has decreased in popularity as the ownership and use of motorized two-wheelers has increased. From House hold survey analysis it was observed about 11% of trips are made by cycles. But in most of the roads there is no segregation for the cycle traffic from the motorized traffic causing potential unsafe conditions.
4.4.1 Foot Paths

Footpaths of major roads as well as narrow streets of the dense urban core are encroached by hawkers and vendors. In many cases these activities have spread on the carriageway reducing its effective width. Pedestrians are forced to walk on the carriageway which is not safe. Road surfaces are deteriorated by spillage of water and garbage by Fruit/ vegetable/ food stalls. On some roads (e.g. near Pune Station) illegal squatters/ slums have sprung up on the footpaths. From the road inventory it is observed that about 50% of roads do not have foot paths on both sides. The detailed inventory is given in Appendix 4.2.
4.5 Traffic Safety

Traffic accidents on roads in major urban areas have become a matter of great concern to all. The number of accidents on the roads of Pune and the resulting casualties has been on the rise in the last decade. From the figures available with the RTO, fatal accidents form 24% of the total accidents recorded in Pune. 11% accidents are serious and 65% are minor accidents. As regards the vehicular mode and involvement in accidents, buses have the highest involvement at 67 accidents per 10,000 registered vehicles followed by trucks at 52 accidents per 10,000 registered vehicles. This clearly presents the case to enhance traffic safety and reduce the number of accidents on the roads of Pune. Figure 4.12 and Figure 4.13 gives the Accidents statistics of the PMT buses.
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Figure 4.12: Comparative Statistics of Accidents and fatalities by Private PMT buses
Figure 4.13: Comparative Statistics of Accidents and Fatalities by PMT buses
Travel in the city has become more risky with accident rates having gone up from 1.6 lakh in 1981 to over 3.9 lakh in 2001. The number of persons killed in road accidents has also gone up from 28,400 to over 80,000 during the same period. This again has tended to impact the poor more severely as many of those killed or injured tend to be cyclists, pedestrians or pavement dwellers.
4.6 Intermediate Public Transport

As of 2007, about 58,916 three wheelers are running on the streets of Pune. They provide better connectivity to the city core which has a narrow road network. Many people prefer them to local bus service due to lower wait time and near point to point service. Auto rickshaws tend to serve areas with poor bus service provision and offer a relatively cheap source of transport; for example, they are used to transport groups of children to school. Six seater autos are becoming increasingly popular however are causing higher level of pollution. According to Pune Traffic Control Branch, three wheelers wait for commuters at 500 designated stands on streets.
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4.7 Private Vehicle Transport

The population in Pune has increased over the last decades due to employment opportunities, arrival of IT Parks and Socio economic Zones. The lack of public transport system pushing people into private modes such as cars and two wheelers. The city (in 2007) has an estimated 14, 45,364 vehicles registered of which 11, 23,898 are two wheelers accounting for about 78% share. The growth trend of two wheeler and Car is shown in Figure 4.14 and Figure 4.15.
1200000 1000000 Vehicle Numbers 800000 600000 400000 200000 0 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 Year
Figure 4.14: Growth trend of two wheeler

90000 80000 Vehicle Numbers 70000 60000 50000 40000 30000 20000 10000 0 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 Year
Figure 4.15: Growth trend of Car
4.8 Commercial Vehicles

From Road side interview it was observed that about 30% of the commercial traffic is through traffic, i.e., long distance and bypassable. The trip details are given in Table 4.22. But at present due to non availability of ring roads and bypasses these traffic is passing through the city roads.
Table 4.22: Through Traffic Details at outer cordon locations Location Kasarwadi Alandi road Kalewadi Kondhawa Road Nagar Road Pirangut road Saswad Road Satara Road Solapur Road Wakad road Through Trips 6431 2122 3273 2390 10237 1626 8877 13200 18607 14717 Total trips 28897 8489 10013 7123 36441 6960 18462 24660 51719 25803
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Presently pune has a westerly bypass. This bypass allows the NH4 through traffic to bypass the city. But commercial vehicle between NH4 and Solapur and Nagar road do not have an easterly bypass and consequents spill on to city roads.
4.9 Pollution
The Maharashtra Pollution Control Board has also carried out ambient air quality mainly at Jog Centre Building, Mumbai Pune Road, Wakadewadi during January 2002 to May 2002 and the results are shown in Table 4.23.
Table 4.23: Air quality results at Wakadewadi SL. No. Date SO2 1. 2. 3. 4. 5. 6. 7. 8. 05.01.02 18.01.02 31.01.02 14.02.02 26.02.02 05.03.02 12.04.02 03.05.02 15.62 29.15 25.00 20.75 22.25 17.90 30.15 38.95
Nox 32.55 49.95 25.80 23.75 38.35 41.65 44.75 41.25
SPM 218.80 450.20 173.10 123.10 222.90 978.30 149.70 366.60
From the above results, the SO2, Nox levels are observed within the limit, but Suspended Particle Matter levels have gone up to 978.3 in March 2003. It is predicted that due to vehicular movement on National Highway No.4, the SPM level has gone high. The percentages of contribution of pollution by different vehicles are shown in Figure 4.16.
Three Wheelers 5% Cars 12% Buses 2% Trucks 3%
Two Wheelers 78%
Figure 4.16: Percentages of contribution of pollution by different vehicles
4.10 Inter state Bus Transport and Private Bus transport

There are two major inter-city bus terminals in the city located at Swargate and Pune Station. These two terminals cater to inter-city traffic with origin and destination other than Pune. The Swargate terminal is located on the southern side of the city and the Pune station terminal is located next to the railway station in the heart of the city. The CTTP study observed that 74% of the passengers have a waiting
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time of less than 10 minutes at the Swargate terminal. At the Pune station terminal, this percentage is 90 indicating adequacy with respect to inter-city operations. Private buses also operate their inter state operations. At present there is no terminal facility for private buses. The major location observed in the city is Swargate, Pune Station and Shivaji Nagar.
4.11 Commercial Markets

There are two major markets located in the CBD area. One is located near shivaji road and the other is located at Bibewadi. Goods vehicles survey was conducted at these two locations. From the analysis it was observed that the goods types carried by commercial vehicles are mostly food items. The results are shown in Table 4.24.
Table 4.24: The Results of goods vehicle survey
Sl.No 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. Food Wood Fisheries Stones, coals Industrial materials Petroleum Products Building materials Consumer items Empty Others
Goods Type
Percentage (%) 56 1 2 1 7 4 4 11 14 1
4.12 Local Trains

There are 17 pairs of trains between Pune and Lonavla, and three pairs of trains up to Talegaon in service currently. The services are run with four rakes, with nine compartments each. However, with a considerable increase in the number of commuters, the demand for increasing the frequency of trains has also become stronger. The commuters have been demanding that the number of compartments should be increased from nine to 12 per train. The railway authorities have said that this demand has already been recognised. The schedule of local trains is presented in Table 4.25.
Table 4.25: The schedule of local trains Train L2UP L4UP L6UP T2UP L8UP L10UP Name of Train Pune to Lonavla Pune to Lonavla Pune to Lonavla Pune to Talegaon Pune to Lonavla Pune to Lonavla Time 4.30 5.45 6.30 6.55 8.00 9.50
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Train Ll2UP L14UP L16UP T4UP L18UP T6UP L20UP L22UP L24UP L26UP L28UP L30UP L1DN L3DN T1DN L5DN L7DN L9DN L11DN L13DN T3DN L15DN L17DN T5DN L19DN L21DN L23DN L25DN L27DN L29DN
Name of Train Pune to Lonavla Pune to Lonavla Pune to Lonavla Pune to Talegaon Pune to Lonavla Pune to Talegaon Pune to Lonavla Pune to Lonavla Pune to Lonavla Pune to Lonavla Pune to Lonavla Pune to Lonavla Lonavla to Pune Lonavla to Pune Lonavla to Pune Lonavla to Pune Lonavla to Pune Lonavla to Pune Lonavla to Pune Lonavla to Pune Talegaon to Pune Lonavla to Pune Lonavla to Pune Talegaon to Pune Lonavla to Pune Lonavla to Pune Lonavla to Pune Lonavla to Pune Lonavla to Pune Lonavla to Pune
Time 11.35 12.30 13.25 14.00 15.30 16.45 17.40 18.10 18.50 20.00 21.25 23.30 6.50 7.50 9.00 9.12 10.05 11.40 13.05 15.00 16.10 16.47 17.25 18.40 21.15 21.15 22.00 22.40 0.45 1.20
4.13 Performance Indices

Performance indices for PMC were calculated based on the primary and secondary data collected. The Results are shown in Table 4.26.
Table 4.26: Performance Indices INDEX Network Speed PT Mode Share(Motorized) Formulation Average Running Speed for all vehicles Public Transport Trips / Total Motorized Trips EXISTING 18 18%
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INDEX NMT Mode Share Volume Capacity Ratio Accessibility Bus Supply IPT Walkability Cyclability Fatality Parking
Formulation NMT Trips / Total Trips Road Traffic Volume / Road Capacity Work trips with Travel Time less than 15 min / Total Trips Bus Fleet / Lakh of Population Registered IPT vehicles / Lakh of Population Footpath Length / Road Length Cycle Track Length / Road Length No. of Fatalities / Lakh of Population Parkable Road Length / Road Length
EXISTING 33% 1.4 33% 30 1841 53% 0% 11 23%
Note: Network Speed Index; Average Network speed estimated from the model Accessibility Index; Based on House hold interview surveys conducted as part of this study in addition to the study Traffic and Transport Policies and Strategies for Urban Areas in India Bus Supply-Bus fleet from Enviromental Status Report-2007 IPT Registered IPT Vehicles form the Enviromental Status Report-2007 Fatality-Fatal accident details for the year 2001 from Comprehensive Traffic and Transportation Study. Parking Index- Based on the Road Network Inventory survey carried out as part of CMP in addition to the Study Traffic and Transport Policies and Strategies for Urban Areas in India. Walkability- Based on the Road Netwrok inventory survey carried out as part of CMP
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5. Past Studies
5.1 General
PMC & PCMC have carried out several traffic studies to improve the transport of study area. Some of the recommendation of the studies is already implemented and some are under considerations. Major studies carried out are briefly detailed here.
5.2 Mass Rapid Transit System for Pune Metropolitan Area, RITES LTD, January 2001
Scope
The scope of the study included Forecast the demand for travel on a High Capacity Mass Transport System using a fresh economic forecast. Selection of an optimum system to meet the demand to suit conditions of Pune. Geometric design of the route alignment, land for facilities, structural outlines, typical station plans, environmental impact assessment and evaluation of economic/ financial viability of the transit system. Identify private parties to implement the system on BOOT (Build, Own, Operate and transfer) basis and recommended means to raise finance for implementation, through cross subsidy schemes
Some Salient Conclusions & Recommendations are as follows;

Approximately 91 lakhs passenger trips by all modes are expected in PMA by 2026. Transport demand analysis established that the transport demand is beyond the capacity of road based mass transport system. Public transport facility for passenger trips/day by the year 2026 is to be provided which emphasizes a need for a rail -based mass transport system supplemented by feeder bus. MRTS network comprising 6 lines (91.278 km) radiating. Agriculture College at Shivaji nagar is recommended. Phase I of the network with a corridor length of 22.646 km comprising Lines (1) and (2) is to be commissioned by the years 2002 and 2006 respectively. The system is expected to carry passengers daily by the year 2026 on phase I-stand alone basis. Phase-II and Phase III of the network with corridor length of 68.632 km comprising Line (3) Line (4)Line (5) and Line(6) are proposed to commissioned by the year 2026.The Proposed alignments are shown in Appendix 5.1 (Figure a). About 132.18 hectares of land is required for Phase I. For the remaining phases 95.865 Ha of land shall be required, most of which is agriculture. Modern energy efficient electrically operated and single or double articulated vehicles. These vehicles are recommended towards rolling stock .will have to be imported.
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The technical feasibility of the full system has been examined and was found technically feasible. The full system was estimated to cost Rs.4326.10 crores at 1998 level of prices. The operations and maintenance cost of full system will be Rs141.15 crores for the year 2026. The study proposed to charge Rs5 for an average trip length of 7.6km in Phase I ,6.86 km for Phase I and II and 6.92 km for Phases I, II and III. In case higher fares are charged, the ridership is expected to fall. Since the project IRR is much below the commercial borrowing rates, it is not attractive for private sector investment. Operations and maintenance cost of the system can be recovered through fare box revenue. Establishment of the separate authority is necessary to execute the project and operate the system.
5.3 Comprehensive Traffic & Transportation Study, Span Consultants,2003

The main objectives of the study shall be to match the demand and supply in terms of the existing and proposed infrastructure system control and management with optimal utilization of existing infrastructure. The study will cover the city area and suburban areas, linkages for inter and intravehicular movements and goods traffic. The study will include the estimation of existing traffic situation and project proposals and arrive at an Action Plan which will include low-cost and short-term solutions, medium and long-term strategies for safe and efficient traffic -transportation system. Some Salient out come of the Study one listed below: 1. The long term recommended improvements include To reduce the traffic congestion due to through traffic 6 links must be developed to complete the outer ring road To complete the inner circumferential road network 5 links have to be developed Flyovers are proposed at 9 locations for improvement of speed on arterial roads by reducing delays caused at the intersections Widening of existing roads Improving road surface Central verges and medians Foot-paths Road Safety and Prevention of accidents
2. Short term improvements include
Other traffic management measures 3. Various junction improvement measures in terms of geometric improvements are suggested for the 32 intersections.
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4. 9 mid block locations are identified for separation of pedestrians from vehicular traffic. Out of that 6 locations are recommended to have separate pedestrian crossing and 3 locations are recommended for grade separation. 5. 22 roads are selected for providing cycle track. On existing arterial and sub-arterial roads Cycle track of 2 M width would be provided on either sides of the road. 6. Parking Improvements Off-Street Parking - Out of the seven plots reserved for parking, currently only two are partly developed as multi-storey parking lots. The PMC has been able to acquire only four plots. The study proposes that the PMC should acquire remaining plots and construct parking facilities using space saving techniques like Auto-Parking. On-street parking - In densely developed zones, to maintain a good flow of traffic, parking can be designated P1/P2. 2 new parking areas have been identified. No Parking zone is recommended in the surrounding areas of Pune station and on the Jawaharlal Nehru Road. 7. Various Parking Policy measures on pricing etc were proposed. 8. Improvement of Terminals ST buses can be restricted to outskirts of Pune by providing integrated passenger terminals at five locations along the national highways, state highways etc on arterial roads. Terminal improvement schemes are also recommended for the existing terminals. 9. To prevent the heavy goods vehicles from operating in required parts of the road network truck terminals are proposed and 5 sites have been identified for the purpose. 10. The Octroi nakas in Pune are located in congested areas of the city, and the study suggested relocation and integrate these octroi nakas with the proposed truck terminal facilities. 11. Restructure of PMT services and operations is suggested. 12. Keeping into account the existing public transport system & issues thereof following policy guidelines & measures were proposed, these include: Fleet augmentation, Headways, Bus stops location, HCBS etc. The proposals are shown in Appendix 5.1(Figure b).
5.4 Detailed Project Report - Sky bus, Konkan Railway Corporation LTD, July 2004
A preliminary proposal for implementing Sky Bus Metro in Pune was submitted by Konkan Railway Corporation Limited (KRCL), KRCL to Pune Municipal Corporation (PMC), Pune. A Detailed Project Report (DPR) highlighting the techno-economic feasibility of the Sky Bus Metro system for implementing the same in Pune in the most technically suitable and financial viable Corridors was prepared and submitted. The Traffic forecasts by RITES were retained in the study. Some key Conclusion are listed below.
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CONCLUSIONS The Study concluded that the Sky Bus Metro System is the ideal system to provide relief for traffic congestion in Pune City. Two alignments were proposed (Appendix 5.1- Figure C) o System A: Aundh Toll to Varje Toll viz. Pune University Raj Bhavan Ashram Agricultural College Chaphekar Chowk - Shivajinagar Gymkhana Garware College Rajguru Chowk Karve Chowk Kothrud Kal Bhairav Temple Varje Toll Naka. The approximate length of Sky Bus Metro System A is 14.00 Kms. o System B Pune Railway Station (along Sanjay Gandhi Road and Wellesley road Shivaji Road Pune Municipal Corporation Baji rao road Tilak Road Swargate along Shivaji Road up to Shivaji Bridge). The total length of the System B is 7.24 Kms. The service hours will be from 5hrs to 22 hrs on all days. The total passenger trips have been assessed at 2.14 lakhs for System A and 1.1 lakhs for system B. Annual earnings in the year 2009 and from other sources are assessed at Rs.115.54 Crores. The annual operations and maintenance expenditure for the year 2009 have been assessed at Rs.46.32 Crores. The risk involved in investment in the project is low and can be mitigated For the implementation of Sky Bus Metro, a suitable legislation will have to be made under Ministry of Transport, Government of Maharashtra. It is recommended that Government of Maharashtra should initiate action to take up the project of Sky Bus Metro Mass Transit System for Pune City as per the proposed alignment on Build Own and Operate and Transfer (BOOT) basis. Sky Bus Metro System A from Aundh Toll to Varje Toll for the length of 14.00 Kms be taken first and completed within period of two years and commence for operation from the year 2009, followed by taking up of Sky Bus Metro System B from Pune Railway Station to Swargate (Laxmi Narayan) Station. Sky Bus Metro System A maintenance facilities have been recommended at Varje.
5.5 Comprehensive Study of Integrated Traffic Dispersal System for PCMC & PMC, CES, July 2004.
The overall objective of the techno-economic feasibility study is to prepare Master Plan for road network improvement and road linkages to rail stations in the study area. Various road network improvements proposed in PCMC and PMC areas. A combination of widening of the existing roads, elevated roads, missing links etc. has been proposed. Some of the identified road network improvements are required to be implemented immediately where as others are required at a later stage.
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Road Improvement Works were proposed at Mundhwa Kharadi road Katraj Kondhawa Hadapser Saswad Road in PMC Limits Katraj Kondhawa Hadapser Saswad Road in PWD Hadapser Saswad Loni Kalbhor Road Tingarenagar to Longaon Road Wakad Aundh Road Widening Baner Road Widening
ROBs were proposed at ROB at Phursungi ROB at Mundhwa ROB at Theur, ROB at Truck Terminal Road at Kiwale ROB at Khadki Railway station ROB at Ghorpadi ROB at Udaybag Kawade Road ROB at Sasanenagar ROB at Manjari Widening of ROB at Wadia College
River Bridges were proposed at Bridge on Mula River at Sangamwadi Bridge on Pawna River near Ravet
Flyovers were proposed at Flyover at Hadapser Saswad Phata Flyover at Swargate Flyover at Hotel Seven Loves Square Pune Flyover at Balgandharva chowk Flyover at University + Senapati Bapat Road Flyover at Null Stop Junction Flyover at Alka Talkies Flyover at Sinhgad Road near Panmala Flyover at Mundhwa Flyover at Sancheti Hospital Flyover at Simla Office Junction Flyover at Rahul Talkies Junction Flyover at Vetal chowk on Senapati Bapat Road Flyover at Market Yard Junction Flyover at Nehru Road Junction.
The proposals are shown in Appendix 5.1 (Figure d).
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5.6 Common Wealth Youth Games Report

Pune is the host city for the III Commonwealth Youth Games (CYG). Pune Municipal Corporation have identified projects costing up to 477 crores to develop the city on par with standards set worldwide, if view of the CYG. Some key proposals are listed below: Bus rapid transit System (BRTS), which will segregate traffic by designing a special buses-only corridor on selected roads. Road improvements for connectivity. Connectivity to the areas where these games are going to take place is a major issue of concern. Tunnels to avoid the congestion on the roads leading from various parts of the city to the Balewadi stadium and Flyovers as a part of long-term strategy for improvement of speed on arterial roads by reducing delays caused at the intersections. Pedestrianization / Non-motorized transport schemes for improving and retrofitting of existing facilities for pedestrian use by introducing cycle tracks, footpaths and pedestrian subways Terminals Facilities designed more precisely to improve the efforts to segregate traffic according to mode (pedestrian/ IPT/ Private Vehicles/ public transport etc). Junction development by the inclusion of Area Traffic Control system and the civil works. Area traffic control system will be provided both at junctions and mid-block pedestrian crossings. Civil works will include provision of footpaths at junctions, fixing of railings, provision of channelizers etc.
Heritage sites improvement by developing the tourists places and improving the excursion facilities Sewerage and Drainage improvement will include the cleaning of roads, corridors and
maintaining the ambience of the city. The proposals are shown in Appendix 5.1(Figure e).
5.7 DPR on Tramways, Consult Team Bremen, 2007

PMC & PCMC under the city sistership cooperation with Bremen prepared a detailed project report (DPR) for the tramways. The consultancy firm Consult Team Bremen (CTB) prepared the study report and recently submitted to the civic bodies. The following are the observations and conclusions from the report: The tram system is recommended not based on the Ridership but from cost and energy considerations. No right of way acquisition is assumed in the report as all the constructions would happen within the ROW. Land acquisition for depots and other electrical facilities are however assumed.
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The Tramway Network is proposed to be developed in two Phases, Phase-I and Phase-II with a total of 92KM of network. Proposed Tram network is shown in Table 5.1. The network is also shown in Appendix 5.1(Figure f).
The report does not estimate candidate Ridership based on the planning data and demand. Assuming 2 minute tram frequency on important routes and 5 minutes on other routes the Ridership is estimated to be 2,98,500 trips per day for all the alignments. The capital cost is estimated to be approximately Rs. 4,440 crores. Unit cost per km works out to be approximately Rs 48 crores per km. Capital subsidy is considered at 30% of basic capital cost
Table 5.1: Proposed Tram Network No. Route/ Line No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 1 1 1 1 1 1 2 2 3 4 4 4 5 6 6 6 A A A Type At Grade Description Length (Km.) 15.8 2.025 1.148 3.86 6.64 9.804 5.582 5.428 3.35 0.25 2.82 5.39 7.98 3.583 12.78 4.643 78.795 12.288 91.083
Nigdi (Bhakti Shakti chowk) to Government Poultry Farm at Wakdewadi Government Poultry Farm at Wakdewadi to Naraveer Under ground Tanajiwadi junction Shivajinagar to Shimla Office to Court At Grade Court to Kumbharves to Juna Bazar Underground Juna Bazar to Pune Railway Station to MG Road MG Road to Cantonment Water Works to Race Course to At Grade Hadapser Government Poultry Farm Wakdewadi to Patil Estate River At Grade Bridge to Kharadi along the River. From Nashik Highway Junction to Tata Motors along At Grade HCMTR corridor Branch out from route-2 on Telco road to Bhosari, further At Grade along NH50 towards CIRT joining Route-2 opposite CIRT At Grade Cantonment Water Works to Swargate to Saras Baug At Grade Kumbharves to Surya Hospital Surya Hospital to Mahatma Phule Market to Laxmi narayan Under ground Cinema At Grade Laxmi narayan Cinema to Katraj At Grade/Elevated From Pune Municipal Corp. building to Warje Under Shimla Office to University Junction up to Rajbhavan ground At Grade Rajbhavan to Aundh to Jagtap Dairy to Hinjewadi At Grade Nashik Phata to Rahatni joining Route-6 at Jagtap Dairy Total Length at Grade Total Length Underground Total Length
5.8 Master Plan for Bus Rapid Transit System, CIRT, March 2008
Master plan for Bus Rapid Transit System integrated with bicycle network was prepared by CIRT. In the BRT master plan about 21 corridors are proposed for implementations. Riverside roads with BRT are also proposed.
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To make it integrated with other land uses and with other modes of transportation; the bicycle plan was proposed. The cycle network phasing was assessed based on estimated benefits, philosophy and network level proposal was carried out. A detailed design criterion was done and the network level, facility level and traffic calming measures were done. Costing and phasing of project includes the estimation of costs, cost estimate criteria, estimated project cost, catchments area of BRT system and efficient use of road space.
The proposals are shown in Appendix 5.1(Figure g).
5.9 DPR for Metro Rail in Pune Metropolitan Area, DMRC, February 2008
The objective of the study was to provide Detailed Project Report for Metro Rail System in Pune Metropolitan Area for a length of 30 km. Scope of Work The study included the following tasks: Update Travel Demand Model Identify Landuse Development in Horizon Years Identify Phase I network (approximately 30 km) Detailed ridership on priority network Detailed plans, system selection, Depot location Social & Environmental Study Cost Estimates
The traffic study was done by IIT-Mumbai and contained a travel demand forecast model. The study recommended a high capacity rapid transit system on six alignments. The following alignments were finalized for the Metro: Line 1: Agricultural College to Nigdi via Pune Mumbai Rd elevated of 16 km length Line 2: Agricultural College to warje Via JM and Karve Rd elevated of 8.7 km length Line 3: Agricultural College to Swargate and Katraj via Shivaji Rd elevated of 7 km and Underground of 5 km length Line 4: Agricultural College to Vagholi via Bund Garden Rd elevated of 16 km length Line 5: Agricultural College to Hinjewadi via Aundh elevated of 17.5 km length Line 6: Agricultural College to Hadapsar via Mhatre Bridge elevated of 16 km length
5.10 Bus-based Rapid Transport System, PCMC, March 2008

The objective of the study was to develop a comprehensive mobility plan for Pimpri Chinchward including a feasibility report for developing BRTS master plan for the Pimpri Chinchward city.
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The study included the following tasks: Traffic surveys to capture the present traffic scenario Development of a transportation forecast model Land use study to study existing land use patterns and recommend transit oriented pattern Feasibility of BRTS
The study considered the following parameters for identifying BRTS corridors: Estimated traffic load along the corridor Estimated revenues that can be generated along the corridor by using land as resource Availability of land for implementation of the project and Alignment of roads being considered by PCMC for improvement through its Annuity road projects coinciding with BRT corridors Seven trunk routes are proposed for BRTS: Aundh Ravet, NH4, Telco Road, Dehu-Alandi, NH50, KSB Chowk to Kalewadi, MDR 31 to Auto Cluster. Two of the BRTS corridors, NH4 & NH50 are planned as mixed use corridors without dedicated bus lanes. About 55km of the feeder routes have been planned as part of the master plan. Bi-cycle network was also planned as part of the CMP. The study also concluded the following: BRT system should be implemented as part of a comprehensive transportation network which includes a good feeder network and pedestrian friendly services. Based on the land use study, it has been observed that by using the concept of Transit Oriented landuse structure and developing transport infrastructure, land along BRT corridors ca be used as a resource by PCMC. In the long term large amounts of revenues can be generated from the land along proposed BRT corridors. It is recommended that the rolling stock that would be procured shall confirm to the requirements of both the cities.
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6. Development of Travel Demand Model

6.1 Introduction
A travel Demand model for Pune has been calibrated for evaluating existing travel conditions and forecasting future travel demand. The model analyzes the present and future land use patterns to estimate the origins and destinations of trips. It then assigns these trips to different travel routes and travel modes based on the type and quality of the transportation network. Travel Demand models can be used for testing different scenarios without actually implementing projects. For example, one can see Base year Travel Study Area the impact of adding a Demand Pattern Transport Network mass transport use like a BRT. Similarly impact on transportation network due to changes in the land use patterns can be analyzed. The broad framework for the transport modeling for Pune city is given in the Figure 6.1.
Figure 6.1: Methodology for Travel Demand Modelling
Screen Line Volume Counts Base Year Model Development & Validation Base Year Planning Data
Future Transport Network
Calibrated Model Demand Forecasting
Projected Planning Variables
Several software programs are available for developing travel demand models. The Pune transport model has been developed using CUBE (a state-of-the-art Travel Demand Modeling software).
6.2 Model Structure

The model is based on a conventional 4-stage transport model approach. It includes: Trip Generation calculating the number of origins and destinations for each zone. Trip Distribution attaching the origins and destinations for complete trips. Mode Choice determining the mode for each trip (TW, car, auto, Public transport). Assignment assigning passengers to respective highway and transit networks. their
Model Input
Road network inventory Public Transportation Details Planning variables by zones Trip End Information
The highway (road) network with all the major roads and some key minor roads.
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The transit system would be built with the existing public transport system in all its forms i.e. bus and rail with their routes, frequency, fare structure etc.
Calibration:
Trip ends (derived from the Trip end models) will be used to build base year trip matrices by mode using distribution functions from past information. Distribution function is adjusted until assigned flows compare well with observed flows. These base year trip matrices are checked for their accuracy by assigning distributed trips by mode on the road network. The assigned traffic across the screen lines are compared with the observed traffic. Once the model is calibrated, it can be used to predict the future travel patterns under different land use transport scenarios. The model is responsive to Street congestion, travel costs, availability of competing transport modes including other Public Transport systems and the growth of the city. Generalized costs that include out of pocket costs i.e. fare, vehicle operating cost etc. and perceived user costs such as value of travel time, cost of waiting time for transit etc. The assumed values are given in Annexure 6.1. The economic development of the region. A comprehensive data on economic development in the form of land-use and transport development proposals will be collected. The model focuses on morning journey to work peak period conditions. Peak period models provide much more accurate indications of directional travel patterns during design conditions than do daily models. From the surveys it was observed that the city morning peak hour is during 10 am to 11 am. So the model was built for this duration.
Model Outputs

Trip distribution and Mode split equations Traffic flow Ridership and Revenue estimate for various system options Identification of suitable public transport system
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Planning Period: Since this study is initiated in 2007, the year 2007 is taken as the base year. Demand forecasting on the network and on any proposed mass transit system is required over a 25 year period. In order to analyze the travel demand in the study area and estimate the likely traffic patronage on any proposed system, all relevant data have been collated for the base year 2007, the horizon year 2031 and the two intermediate years (2011 & 2021). Modes: The modes that are modelled in the study include two wheeler, car, auto rickshaw and public transport.
Software:
CUBE 4.1 has been used to develop the Travel Demand Model. It is user-friendly software for modeling a wide variety of planning policies and improvements at the urban, regional and long-distance level. The software provides interactive data input and analysis, GIS functionality via ArcGIS, model building and documentation, and scenario development and comparison. Its Application Manager uses a flow-chart system for designing, coding, documenting and running the model. The structure allows the professional planner to add functions as required without the need to learn a new interface and without the need to create multiple databases. The flow chart below illustrates the model structure in CUBE.
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The following sections detail out the Travel Demand Model developed for the project.
6.3 Study Area Zoning

The zoning has followed the ward boundaries in the Pune Corporation. The regions outside PMC upto PMR have also been included. The zoning plan in this region follows village boundaries. All villages have not been assigned individual zones but have been combined. Pimpri Chinchwad has been coded into 3 zones. The Table 6.1 below presents the zones system for the study area. Figure 6.2 represents the zoning system.
Table 6.1 Study area Zoning
Sl.No 1 2 3 4 5
Sub Area PMC PCMC Rest of PMR (App. 100 villages) External Total
No of Zones 146 3 12 8 169
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Figure.6.2. Study Area Zoning Map
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6.4 Network Development

Transport network developed for the model comprises of two components, Highway Network for vehicles Transit Network for public transport system i.e. buses, rail and any new public transportation system. Each of the networks is described in detail below.
Highway Network
The coded highway network for the study area represents the nodes (intersections) and links between them. Connectivity between the network and zones is provided through centroid connectors. Based on the network inventory, each link has been assigned attributes such as: number of lanes; divided or undivided carriageway; encroachments; availability of footpaths etc. Identified road network for the city area is given in Figure 6.3.
Highway Network Road length No of nodes Centroids No of links : 950 Km : 894 : 169 : 1313
Figure.6.3. Base Year Study Area Road Network
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Transit Network
The transit network represents the connectivity, headways, speeds and accessibility of transit services. Punes bus transport system is included in the models transit network. The transit routes are specified as those using the transport links and having stops/stations at determined locations. The access to the stops/stations from zone centroids and other nodes is provided either by existing highway links or by defining exclusive walk links. Figure 6.4 presents the transit network for the study area.
Figure.6.4. Transit Network in the Study Area
Currently, about 260 bus routes are operated in the PMR region with a fleet of 1100 buses. Information on the same was collected and coded in to the system. Fare structure and frequency for each of these services are also included.
6.5 Base Year Travel (2008) Pattern

We have synthetic trips using trip distribution and mode choice models from past studies. The trip matrices have significantly updated using fresh household survey and roadside interview. The external trips for the car, two wheeler, auto and public transport were constructed based on the O-D survey conducted at the outer cordon. The trip matrices thus derived were then compared with the passenger trip rates for study area derived from the household interview data. The results of the travel demand estimation for base year and trip rate analysis is summarized in the Table 6.2.
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Table 6.2 Summary of Estimated Base Year (2008) Peak hour Travel Demand Percapita Trip rate Motorised Trip rate Internal Trips Sl. No 1 2 3 4 Mode PMC TW Passengers Car Passengers Auto Passengers Public Transit Passengers Total 103892 51356 26565 52448 234261 Rest of PMR 109609 19900 16323 9996 155828 External Trips 14180 10979 7098 12327 44584 Total Trips 227681 82235 49986 74771 434673 1.30 0.88
6.5.1 Assignment and Observed O-D Validation

Base year modewise matrices developed were then assigned on the network. The assigned volume on the network was compared with the observed volume on the screen lines adopted for the study area. Screenlines running on physical barriers were selected judiciously. The selected screenlines are along Mutha River and along the rail line (Refer Figure 4.1).Classified volume count survey was carried out at the crossing points across these screenline (Refer Appendix 4.1). Table 6.3 gives the comparison of assigned flows with the traffic volume observed on the road.
Table 6.3A: Results of Observed OD Validation on Screen lines MODE SCREEN LINE Mutha River TW CAR AUTO PT SCREEN LINE Rail TW CAR AUTO PT Pune OBSERVED ASSIGNED % DIFFERENCE
38835 13216 12163 80327 32214 13717 8951 57255
35387 14837 12104 74890 31582 13116 9701 49866
9% -12% 0% 7% 2% 4% -8% 13%
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Point validation was done for the important outer cordon locations like National Highway 4, Express way connecting Pune and Mumbai, old Mumbai Pune road and Alandi road. Figure 6.5 shows the desire line diagram for the study area. Percentage difference of observed with the assigned are within an acceptable limit of 15%.
Table 6.3B: Base Year Observed OD Validation on Outer Cordon LOCATION OUTER CORDON (in Trips) NH4 AUNDH ROAD EXPRESSWAY ALANDI ROAD OBSERVED 64460 15251 25630 5538 ASSIGNED 59828 16774 26494 6261 % DIFFERENCE 7% -10% -3% -13%
162
161 149 148 160 159 147 150 1 4 2 7 151 28 146 6 8 26 9 21 32 41 29 61 140 156 157 96 155 152
153 154
158
Figure.6.5. Base Year 2008 Desire Line
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6.6 Base Year Results

The traffic characteristics of the study area in terms of average network speed, volume to capacity ratio, vehicle distance travelled, total passenger hours etc. is given below.
Traffic characteristics (PMC) - 2008 Trips assigned (Peak hour) Trips assigned-Tw (Peak hour) Trips assigned-Car (Peak hour) Trips assigned Auto (Peak hour) Trips assigned-PT (Peak hour) Average Network Speed Average Trip Length Total Passenger Km (Daily) Total Passenger Hour (Daily) Total Vehicle Km (Daily) Total Vehicle Hour (Daily) : 399113 : 220319(55%) : 68822 (17%) : 40779 (10%) : 69193 (17%) : 18 Km/hr : 8.4 Km : 40,230,590 Passkm : 2,235,033 Passhrs : 17,528,338 Vehkm : 973,797 Vehhrs
6.7 Calibration
Trip Generation
Daily trip end models were calibrated by relating the trip produced from and attracted to the zones with the Land use. The zone-wise planning variables are given in Appendix 3.1 and 3.2. Table 6.4 presents the base year population and employment for the study area.
Table 6.4: Population and Employment - 2008 Sub area PMC PC KC PCMC Rest of PMR (App. 100 villages) TOTAL Population 2978187 112,630 115,387 1,416,210 696,982 5,319,396 Employment 1,108,826 40,547 41,539 538,576 250,913 1,980,401
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The calibrated daily trip end models are presented below. Productions: TP = 0.86 * Population R2 = 0.50 Attractions: TA = 1.6* Employment R2 = 0.73
Trip Distribution
A combined gravity (distribution) model formulation was calibrated. The base year trip ends, zone-to-zone cost skims derived from the highway and transit networks were used to calibrate the gravity model. The equation for the distribution function is as follows: Tij =Ai Oi Bj Dj Fij Where O Trip Productions D Trip Attractions A & B are balancing factors F Deterrence Function Fij = aCbij e - cCij a, b and c are the calibration function C is the generalized cost of travel between zones The parameters for the deterrence function were calibrated. It was found that the combined Gamma function fitted best for the study area. The combined Gamma function follows the form: Fij = aCbij e - cCij The calibrated parameters for the deterrence function (Gamma Function) are provided in the Table below. A 49.47 B 0.9529 C 0.01
Mode Choice
A multinomial mode choice model of the following form shown below is calibrated in order to split the trips among the modes, public transport, car, and two Wheeler and Auto rickshaws. The public transport assignment module shall achieve the modal split among the public-transport modes i.e., Bus, and Rail. Utility functions (VM) for each mode were calibrated using the disaggregate person trip and mode choice data derived from the observed o-d, travel time and travel cost for each individual.
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VM = TTM +TCM Where, TTM - Travel Time by Mode M TCM - Travel Cost by Mode M and are modal calibration parameters The information on the alternate modes, i.e., travel time and travel cost, available to user, was generated from the time and cost skims obtained in public transport and highway assignment procedures. The calibrated parameters are given in Table 6.5.
Table 6.5: Calibrated Mode Choice Parameters Mode Two Wheeler Car Auto Public Transport -0.00313 -0.00038 -0.00106 -0.003199 0.040399 0.0028173 0.0000108 0.047983
Synthetic Validation
The synthetic matrices developed from the calibrated trip end, trip distribution and mode choice functions were assigned on the network. The following validation checks were done to see that the model is realistic and could be used for forecasting. Table 6.6 and Table 6.7 present validations across screen line and the comparison of estimated and observed trips.
Table 6.6 Validation across Screen lines MODE SCREEN LINE Mutha River TW Car Auto PT SCREEN LINE Rail TW Car Auto PT 38835 13216 12163 80327 39821 15123 10890 76563 -3% -14% 10% 5% 32214 13717 8951 57255 33400 11800 9080 51255 -4% 14% -1% 10% Pune OBSERVED ASSIGNED % DIFFERENCE
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Table 6.7 Validation- Trips Mode Observed TW Car Auto Public Transport 213501 71256 42888 Passenger Trips Estimated 202341 68432 43789 5% 4% -2% 3% % Difference
62444 60345 Validation- Average Trip length
To assure the reliability of the model, the average trip length by mode from the model is compared with the results obtained from the Household interview survey. It was observed that the average trip length from the model is closely matching with House hold interview survey. Table 6.8 presents the comparison of average trip length obtained from the model and the House Hold Survey. Comparison of speeds from the model and spot speed studies are presented in Table 6.9
Table 6.8 Mode wise Trip Length Mode PV PT Model 7.5 8.58 Table 6.9 Validation- Speeds (Km\hr) Road Karve Road Nagar Road Mumbai Pune Road Ganesh Khind Road Solapur Road Speed from the model 19.9 20.2 27.0 19.0 23.1 Observed Speed 18 17 29 22 23 Household Survey 7.3 9.2
6.8 Travel Demand Forecast

The strategic Urban Travel Demand Model developed under this study is used to predict the travel patterns and modal shares in the horizon year i.e. 2031 under respective land-use and transport network scenarios. Trip End models have been used to predict the number of trips generated from and attracted to each of the zones in the study area. Projected trip ends along with the network options in the future were provided as inputs to the distribution and modal split models to arrive at future trip matrices for Car, Two Wheeler, Auto Rickshaws and Public Transport. The methodology for travel demand forecast in the study area is presented in the Figure 6.6.
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Future Highway Network
Projected Planning Variables Trip End Model
Future Transit Network
Highway Min. Cost paths
Peak Hour Trip Ends Trip Distribution Model Mode Choice Model
PT Minimum Cost Path
Generalized Cost CAR, TW, AUTO
Generalized Cost Transit
External Trips
Mode-wise O-D Matrices
Commercial Vehicle Trips
PCU (Mode-wise) OD Matrices
Highway Assignment
Transit Assignment
PT Passenger OD Matrix
No
Convergence Criteria Yes
No
Highway Link Flows
Transit Ridership
Figure.6.6: Methodology for Travel Demand Forecast
6.8.1 Horizon Year Land-Use Scenario

The projected population and employment for 2011, 2021 and 2031 were used for estimating trip ends in the corresponding years. The population and employment projections are given in Table 6.10 and Table 6.11respectively.
Table 6.10: Population pojections in study area Name of the Area PMC PC KC PCMC Rest of PMR (App. 100 villages) TOTAL Projected Population in the Study Area 2007 2978187 112,630 115,387 1,416,210 696,982 5,319,396 2011 3344877 116,377 120,735 1,735,729 794,545 6,112,264 2021 4404682 126,070 134,875 2,747,043 1,070,151 8,482,822 2031 5633173 136,225 150,112 4,102,868 1,391,039 11,413,417
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Table 6.11: Estimated Employment in the study area Projected Employment in the Study Area Name of the Area PMC PC KC PCMC Rest of PMR (App. 100 villages) TOTAL 2007 1,108,826 40,547 41,539 538,576 250,913 1,980,401 2011 1,346,925 41,896 43,465 719,708 286,036 2,438,030 2021 1,776,703 45,385 48,555 1,259,488 385,254 3,515,386 2031 2,356,551 49,041 54,040 1,889,232 500,774 4,849,638
6.8.2
Future Transport Network Scenarios
Information on the transport network improvement proposals was collected from various agencies responsible for implementation of road projects (Refer Chapter 5). The base year network was updated with the same for development of horizon year network.
6.8.3
Traffic Forecast Under Do-Nothing Scenario
The summary of the projected peak hour passenger travel demand in the study area and the corresponding modal share is given in Table 6.12.
Table 6.12: Summary of Forecasted Peak Hour Passenger Demand (2031) Per Capita Trip Rate Motorised Trip Rate No 1 2 3 4 5 Car Auto Public Transport TOTAL MODE Two Wheeler INTERNAL 565445 181929 128878 99878 976130 EXTERNAL 29778 19762 12776 25887 88203 1.66 1.14 TOTAL 595223 201691 141654 125765 1064333
The traffic characteristics of the study area is extracted from the model in terms of average network speed, volume to capacity ratio, vehicle distance travelled, total passenger hours etc. The same is given below.
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Traffic characteristics (PMC) - 2031 Trips assigned (Peak hour) Trips assigned-Tw (Peak hour) Trips assigned-Car (Peak hour) Trips assigned Auto (Peak hour) Trips assigned-PT (Peak hour) Average Network Speed Average Trip Length Passenger Km (Daily) Passenger Hour (Daily) Vehicle Km (Daily) Vehicle Hour (Daily) : 797705 : 462088 (58%) : 148675 (19%) : 105321 (13%) : 81621 (10%) : 10 Km/hr : 10.4 Km : 99,553,584 Passkm : 9,955,358 Passhrs : 46,154,637 Vehkm : 4,615,464 Vehhrs
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7. Vision for Pune City

7.1 Background
7.1.1 National Urban Transport Policy Framework
The National Urban Transport Policy (NUTP) is formulated to transform the current urban transport system into a safe, convenient and efficient transportation system across all urban areas in India. In order to ensure that the various urban transport projects that are being developed by the cities are NUTP compliant, the ministry indicated that a Comprehensive Mobility Plan (CMP) be prepared that focus on mobility of people rather than vehicles and accordingly give priority to pedestrians, NonMotorized Transport (NMT), all modes of public transport and IPT. The objective of the National Urban Transport Policy is to ensure safe, affordable, quick, comfortable, reliable and sustainable access for the growing number of city residents to jobs, education, recreation and such other needs within our cities. The objectives of NUTP can be approached through a multi-prolonged approach that would revolve around the following issues: 1. 2. 3. 4. 5. 6. 7. 8. 9. Pedestrian Facilities and pathways Non Motorized Vehicles Priority to the use of public transport Integrating landuse and transport planning Integrated public transit system Parking Freight Traffic Capacity building Pollution Reduction
This chapter attempts to present the evolution of the CMP for Pune City within the NUTP Framework.
7.1.2 Challenges and Opportunities in Pune City Urban Transport

Pune Citys economy and transportation continued to evolve. Some of the key challenges are as follows: Public Transit: The increase in personalized vehicles coupled with the slow growth in the PMPML fleet has reduced the share of public transportation trips in Pune. Initiatives were started by the PMC such as the Pilot BRT project to not only improve the image of public transport but increase the public transport dominance in the Pune urban transport. Transportation funding falls short of transportation needs
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Growth: Pune has been experiencing tremendous growth. Pune and Pimpri Chinchward are fast transforming into one urban complex. In 2001, PMC jurisdiction was extended by merging 23 neighbouring villages (in parts) and DP was exclusively prepared for this fringe area for next 20 years (valid till 2021). Some of the upcoming employment and industrial centers are proposed beyond the PMR boundary from cost and other considerations. While the existing roads that emanate close from core area may be developed as radial arterials, clear ring roads are not available in the transport network of Pune. Another challenge for Pune is to organize its land use pattern. Pune must foster policies that influence organized growth in peripheral areas and foster a transit friendly land use growth. Socio Economics The influx of IT sector has resulted in change in the life style preferences. Incomes are increasing and homes and workplaces are becoming more spread out from the core area. Each month 10,000 13,000 new vehicles are registered (a rate of over 400 per day). There are 250 two wheelers for every 10,000 persons. Technology has also made fuels and private vehicles more efficient compared to the public transport vehicles. As a result of the unmitigated increase in the personal vehicles the city is facing growing vehicular traffic on the city roads. Pubic Transit: The increase in personalized vehicles coupled with the slow growth in the PMPML fleet has reduced the share of public transportation trips in Pune. Initiatives were started by the PMC such as the Pilot BRT project to not only improve the image of public transport but increase the public transport dominance in the Pune urban transport. Non Motorized Transport: Historically Pune is known for its use of bicycles. Over the recent years the use of bicycles has come down significantly due to the rise in motorized vehicles. Due to the significant slum population and student population there is a significant continued usage of bicycles in Pune. Walking and cycling constitute approximately 33-35% of the total trips in Pune. It is important that initiatives are taken to not only preserve but to enhance the share and safety of the NMT. Funding Recent advances in technology, such as Intelligent Transportation Systems, electronic toll collection, smart-card technologies etc., have introduced new ways of improving the system efficiencies as well as news ways of funding strategies. It is evident that a persistent funding gap exists for city transportation needs, and therefore it is imperative that Pune City needs to embrace new funding and financing strategies that support the Mobility Plan. Over the last decade, many innovative funding and finance techniques have been tested in the India so Pune city has the opportunity to benefit from those as well. Further the JNNURM provides an opportunity to seek assistance for city funding needs in the next couple of years. A central transport fund is being mooted to continue in the JNNURM. PMC, PCMC and other state agencies have conducted several studies over the past years and have been implementing several solutions to cope with the growing pressure of population and vehicles. Chapter 5 lists some of the various studies done for the study area over the past years. The CMP considers and builds on the strengths of previous proposals of PMC and other local governing entities conducted for the study area. The Mobility Plan articulates a transportation vision and establishes various specific actions/proposals for achieving that vision.
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Working to achieve such a vision would make transportation more multimodal, efficient, and economic and will better link investment decisions with goals for Pune citys economy and quality of life.
7.1.3 Stakeholder Involvement

The mobility plan is a Pune City plan and not strictly a PMC plan. PMC led and encouraged the development of the CMP in partnership with many entities that influence the transportation in Pune city along with interested members of the general public. The development team interacted with the following stakeholders before evolving the CMP: PMC PCMC
PMPML
Pune Cantonment Board Khadki Cantonment Board PTTF
Nagrik Chetna Manch

MSRDC PWD Private Bus Operators Auto Rickshaw Association
The general public representatives had several formal and informal opportunities to participate throughout the CMP development process and the team encouraged individuals to contribute ideas and weigh in on the citys priorities. As the plans direction began to take shape in the form of a vision and supporting goals, and actions, prominent citizen groups and stakeholders participated in various meetings. The Mobility Plan set a new precedent for public and stakeholder involvement in the planning process.
7.2 Vision
Considering the challenges that Pune city is facing, the direction of the urban transport is likely to take without appropriate interventions, the inputs from stakeholders, public groups and past studies, the following broad NUTP compliant transport oriented vision is established for Pune city upon which the detailed mobility plan is structured:
Moving people safely and economically by emphasizing public transport and non-motorized transport.
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The CMP seeks to move people, not vehicles. By emphasizing the pre-eminence of public transport and non-motorized modes of travel it seeks to achieve the objectives of the National Urban Transport Policy in Pune.
7.3 EVOLUTION OF THE TRANSPORT STRATEGY

The centre piece of the mobility plan is the public transport mobility plan. One of the important aspects of a mobility plan is the network plan as both land use, public transport, and travel characteristics are affected by the network. As discussed before, the city grew circumferentially with respect to the core area and consequently several roads that form the radials became prominent. Additionally may of them are state and national highways such as NH-4, Satara Road, Katraj Road, Nagar Road etc. While the city had roads that looked like radials, it does not have definite circumferential roads even though a few roads might be considered circumferential sections. The framework for the urban transport network strategy has evolved in the following manner (see also Figure 7.1): Existing network as-is with emphasis on adials Circumferential roads supplementing the radials. By providing the circumferential roads people do not have to pass through core areas. Recognising that Pune and Pimpri Chinchward are fast turning into one complex, a regional Corridor(s) connecting both urban areas. The spatial geography indicates that more than one connecting between the two urban areas is available. Consolidating the circumferential roads for the individual regions into one for the entire region.
The final network strategy that is adopted is to reorient the existing network into a radial-circumferential combination for the Pune-Pimpri urban complex. Public Transport strategy would then be integrated with the recommended network strategy.
7.4 Goals/Performance Indicators for the CMP

Development of city level performance indicators does not eliminate the human judgment from the project selection process. However, it informs and assists decision-makers by guiding the consideration of projects according to a set of criteria aligned with the goals and objectives. One of the simplest methods that are available to measure transportation performance that is convenient and comprehensive is through indicators/ indices. Benefits of developing Indices include: Indices provide a systematic means to evaluate how well the city/study area reflects the long term goals and objectives, so that projects are aligned in strategic direction. Use of the indices also creating greater transparency in the project prioritization and selection process.
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Some of the indices that may be used for the CMP are : Safety Public Transport Bus Transport Non Motorized Transport Walkability Cyclability IPT On-street Parking Accessibility Congestion Average Speed
It is essential that area specific prevailing and accurate data is used in the determination of the indices. Some indicators such as Bus Transport Index are formulated with only secondary data, some indices use traffic survey data and a few other may require demand forecast model data. For the sake of ease of computation and usability, most of the indicators are developed for the city level urban transport scenario. Separate indicators have been developed for categories of vehicles and user groups. Goals have been developed for each index. Definition, formulation, evaluation and targets for the indices are shown in Table 7.1.
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Table 7.1: Definition, formulation, evaluation and targets for the indices
DESCRIPTION Formulation TARGET
INDEX
Average Speed of Network Average Network Speed Public Transport Trips/Total Motorized Trips NMT Trips/Total Trips ( Road Traffic Volume / Road Capacity) (Work trips with Travel Time less than 15 min/ Total Trips) (Bus Fleet in Nos.)/Population in Nos.)X100000 (Registered IPT vehicles in Nos. /Population in Nos.)X100000 (Footpath Length in Km /Road length in Km)x100 (Cycle track Length in Km/Road length in Km)x100 (No. of Fatalities/Population)x100000 (Length available for Parking in Km/Road length in Km)x100
Average Network speed
30 80% 50% 0.8 60% 55 1000 100% 100% 0 0%
Modal Share of PT Motorized
Average category modal share
Modal Share of NMT
Average category modal share
VC Ratio
Average category VC Ratio
Accessibility
%of work trips with TT<15min
Bus Supply
Buses per Lakh Pop
IPT
IPT vehicles per Lakh Pop
Walkabilty
Availability & Usability of FP
Cyclability
Availability & Usability of FP
Fatality
Fatalities per lakh population
Parking on Mobility Corridors % of Road Length Used Note: For 2008 values of Index Chapter 4 Table 4.26 may be referred.
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(PT, OD Assignment 2007 Counts Wise & ModeCAR, PCU Counts Car, CAR, TW Network (2005) network 2007 Highway 2005 D Matrices & O Matrices Auto Validated Mode Trip Validate TotalAUTO AssignmentO2007 PTPassenger2005 Line2007 TW Trip 2005TW for (2007) MatrixScreen Skims PassengerMode PCUs Transit Surveysand CordonforVariables External &for 2007 (PT,2005TripsCost Matrices Modelfrom - Matrix Time 2005 2007 Wise Ridership Network Transit network Assignment Validate Line 2005 Cost wise Updated Gravity Calibrate Skims Generalized Combined ModelFlows -Matrices Validated for Screen Planning LinksInternal V Highway j AUTO) Matrices AUTO) Choice End
Pj =
all l Screen Line Volume Counts
Transport Network Vl
7.5 CMP Strategy

In order to attain the above vision, the CMP seeks to make public transport facilities available to all residents within a reasonable distance from their homes, work places and other destination points. It also seeks to encourage greater use of non-motorized modes by making their use safer. Recognizing that Pune is a rapidly growing city and travel demand will continue to grow, there is no escape from having to decongest some of the highly choked areas and intersections in the city. This is being suggested because long idling of motor vehicles at crowded junctions and corridors adds to pollution and unnecessary use of an imported fuel as also global warming. Measures have also been suggested to discourage the use of motor vehicles and attract a large part of the growing travel demand towards public transport and non-motorised modes. The above strategy is sought to be implemented through the following broad approach: Identification of a number of trunk mobility corridors along which high capacity public transport systems such as BRT/Monorail/LRT/Metro, etc would be considered based on a scientific and detailed alternatives analysis. Enhancing the capacity and quality of the public transport so that people are willing to use it instead of moving towards personal motor vehicles Providing alternative routes for those having to enter the core city area even when their journey does not begin or end in this part of the city. For this purpose, ring corridors have been suggested to enable the core city area to be bypassed. Providing bypass routes for long distance commuter and truck traffic so that they do not have to travel through the city roads. Identifying feeder systems that connect different pockets and wards in the city to the most convenient point in one or more of the mobility corridors Providing a network of dedicated cycle tracks, footpaths and pedestrian crossings Pedestrianizing important portions of the core city area and linking them with strategic parking places to encourage people to walk in such areas Providing flyovers in a few heavily congested junctions/intersections to reduce idling traffic Special attention towards road safety Introduction of physical and fiscal measures that would discourage the use of personal motor vehicles Reform and strengthen the institutional arrangements for managing and regulating the transport system in the city
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8. Mobility Plan Elements

8.1 Mobility Plan Elements
Based on the aforementioned framework of the plan and the strategy for achieving the vision, Mobility plan action items are summarized as follows: 1) 2) 3) 4) 5) 6) 7) 8) Mobility Corridor Plan Traffic Management Plan Public Transport Plan Non Motorized Transport Plan Passenger and Commercial Terminal Plan Flyovers and Bridges Plan Travel Demand Management Plan Road Maintenance & Management Plan
The public transport plan is supplemented with an extensive bi-cycle network that is both interconnected and continuous that reinforces and feeds into the public transport corridors. As it is assumed that every road must have a walkable and usable footpath no separate footpath plan is provided. For efficient passenger dispersal system from the public transport corridors at-grade/grade separated pedestrian crossings are planned. In order to improve the mobility of the corridors and pave way for the public transport corridors an effective parking management plan that complements the corridor plan is identified. The parking plan in addition to freeing the right of way for the public and non-motorized transport would also act as a demand management tool. A strong and reformed institutional framework is identified to help achieve the mobility plan and the vision. These individual plan elements are detailed in the subsequent sections.
8.1.1 Designate Mobility Corridors

Functionally urban roads are classified as Arterial, Sub-arterial, collector/distributor and Local Streets. Functional classification of the urban roads is an important step wherein design and management of roadway would be standardized. In Pune even though the hierarchy of roads exists the roads are not maintained according to the required standards. By designating certain roads as mobility corridors, these corridors get priority for increasing the throughput as well as operating level of service. Therefore for a mobility corridor increasing the throughput as well as speeds would then be focussed and appropriate solutions would be identified. Experience indicates that as speeds of public transport vehicle reduce travel times increase to such an extent that commuters look for personalized modes of travel. In addition to the user travel preferences, the road design and operations also have bearing on the traffic congestion. Congestion results in lower traffic speeds for all vehicles and more so for public transport vehicles.
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It is very imperative that certain strategic roads be designated as Mobility Corridors for focusing the corridor mobility. These corridors would be expected to have the following cross sectional elements: The road cross section would be at least 25m for mixed traffic conditions or 30m for dedicated public transport lane conditions. The roads if necessary must be widened up to the width shown in the Development Plan. Continuous Kerb, footpath-cum-drain & bi-cycle lanes. Service roads where feasible Restriction or preferably prohibition of parking on the carriageway/shoulders. The parking must be shifted to off-street parking locations or cross roads. At-grade/grade-separated public transport systems as per the public transport master plan.
The radial road network would be complemented with circumferential roads to form a radial and ring pattern of the urban network. Three circumferential rings have been envisaged in the study area: The first ring would utilize the existing sections of the road and encircle the core area. Traffic not destined to the core area can utilize this ring to bypass the core area thereby relieving congestion in old city and vicinity. The proposed HCMTR in the DP would form the second ring The third ring would be a regional ring circumscribing both PMC as well as PCMC. The existing westerly bypass would form the western portion of the ring. The easterly portion must be developed connecting NH4-Nasik Rd-Nagar Rd-Solapur Rd-Saswad Rd-Satara Rd. These three rings would also be part of the mobility corridors. Corridors designated to be as mobility corridors are shown in Figure 8.1.
8.1.2 Traffic Control, Operations & Management

Traffic Management is a general term for strategies that result in more efficient use of existing transportation resources, as opposed to increasing transportation system supply by expanding or new constructing of facilities. Most of the time traffic management measures require zero or minimal land acquisition. Pune city needs traffic management schemes to be implemented before major facility expansion or construction happens. Several of the traffic management schemes are low cost solutions and therefore must be used to their fullest before other measures are taken up to cope with growing congestion. Some of the traffic management measures are listed below along with brief description:
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Traffic Segregation To reduce accident risk and increase level of service central medians are to be provided on mobility corridors. Bicyclists and pedestrians are more efficient users of scarce road space than private motor vehicles, helping to combat congestion. Bicycling and walking are the most efficient and environmentally sustainable means of making short trips. Pune has already begun implementing bicycle lanes and must continue to do so on all corridors, more specifically mobility corridors. Cyclists using the carriageway along with motor vehicles and other road traffic, cause hazards for themselves. This is particularly true when cycle traffic is more. Under such circumstances, it is necessary to segregate cyclists from other traffic. Provision of a separate bi-cycle lanes of at least 2m width would improve the overall traffic flow. To provide separate NMT facilities sometimes the shoulders and carriageway may need to be widened within the ROW. Parking may need to be relocated to make way for the NMT facilities at certain locations. Pedestrian Crossings / Signals On the mobility corridors specifically at busy intersections and mid block bus stops (at public transit corridors) Pedestrian foot-over-bridges or subways would be required. A TEFS must be conducted before finalising the location and type of grade separation. Where grade separated facilities cannot be provided at-grade facilities such as zebra crossings, striping, pedestrian flashing signals etc would be provided. Bus Bays Many of the bus stops are located close to major junctions and no recessed bus bays exist. There are instances when the buses are forced to stop in the middle of the road which then develop the queues behind the buses spilling back up to the junctions and disrupting the regular vehicular movement at the junction. This only worsens the traffic congestion problems in the area and creates unsafe driving conditions. It is recommended that the bus stops be moved to at least 60 meters away from the junction and wherever carriageway width permits to provide a bus lay by. One-Way Operations One way road operations are very helpful in increasing the roadway capacity and reducing the intersection conflicts paving the way for reduced delay to traffic and increased safety. For successful one-way operations availability of complementary parallel roads are essential. Signal Coordination & Optimization When properly used, traffic control signals are valuable devices for the control of vehicular and pedestrian traffic. They assign the right-of-way to the various traffic movements and thereby profoundly influence traffic flow. Traffic control signals that are properly designed, located, operated, and maintained will have many advantages. Traffic signal type, spacing, phasing, offsets should be optimized for all modes of traffic on all mobility corridors to ensure a speedy throughput. Where possible actuated (demand response) traffic signals must be provided.
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Junction Improvement & Redesign
Road intersections present safety problems as accident rates are usually higher at intersections than at other sections of the road. Many factors affect accident occurrence at intersections, including traffic volume, traffic control, and frequency of access points, the number of legs, the speed limit, the median type and width, the number of traffic lanes, the existence of turn lanes, and the lighting level, as well as human factors. As such it is very critical that the intersections be properly designed. Junction improvement involves among other the following elements: Closure of medians at certain intersections Prohibition of right turns Providing adequate corner radii Providing sufficient turning radii Flaring approaches towards intersections Providing channelizers / division islands Providing signs / lane markings / lighting
Pavement Markings and Signage In general, it was observed that the traffic signs are found wanting in Pune. It is recommended that proper signs be installed at appropriate locations. Road signs are classified into three categories: Mandatory/Regulatory signs, Cautionary/Warning signs, and informatory signs. It is recommended that signs near schools should be installed on priority basis. Traffic control devices such as: Center line, Traffic lane lines, Stop lines, Pedestrian crossings, Parking space limits, Kerb marking for visibility, Obstruction marking etc. must be provided keeping in view all users of the road and especially for night time driving. All the traffic signs should be facilitated as per the guidelines provided in IRC
publication 67-2001.
On-Street Parking Management
Wherever feasible the open drains must be covered using stone slabs and be used for parking where pedestrian activity is less. Vehicles should never be allowed to park within 50 meters of a major intersection. In central areas parking should not be permitted on two-way carriageways which are less than about 5.75 meters wide and on one-ways which are less than 4 meters wide. Buses, Commercial vehicles and other vehicles must not be allowed to park on mobility corridors within the city limits for most parts of the day. Where feasible on-street parking on mobility corridors from congested sections be shifted to vicinity cross roads.
Encroachment & Hawker Management These hawker encroachments are hindrance to the movement of people and also reduction to the capacity of the roadways. The pedestrians are forced to walk on the carriageway at these locations of encroachments, thereby creating hazardous situations for both themselves and the traffic. In this regard, the Consultants have proposed Hawker Zones aimed at decongesting main roads in Pune, while at the same time, protecting the interests of street hawkers.
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Accordingly, three types of zones are proposed for Pune to regularize the street vending operations: Green, Amber & Red zones. Green Zone: The areas / Roadways marked as Green Zones will allow hawkers to do their business at all the times at the specified locations without any restrictions. The locations around the market areas generally are designated as Green Zones. Amber Zone: The areas that come under Amber zone have some restrictions for the vendors and hawkers. These restrictions could either be by time of the day, or by the day of the week. On the times/days specified, hawkers could not be allowed to do their trade, standing on the street. On all other times, vending is allowed at designated areas. Red Zone: As the name itself suggests, hawking/vending are not allowed at these designated areas at any time. The zones identified as Red Zones will always prohibit hawkers. All the busy corridors of the town, will come under the cover of Red Zone, and hence, are hawker-free zones. Accordingly, the Municipal officials in consultations with the traders and the developers of the city have to come up with a hawking zone plan. Different hawking zones need to be identified and the proposals have to be enforced stringently. Safety Poor road geometry and inadequate street lighting along with limited road space and lack of traffic sense both to drivers and pedestrians increase the incidence of accidents. Mainly they are caused due to the casual approach of the road users towards driving rules, safety precautions, and regulations. The following short term alternatives may be considered for implementation by the city to improve the safety of the commuters: Black spots must be identified along the major roads and specific improvements must be proposed at those locations. A Road Accident Analysis System based on the accident database must be implemented for accurate reporting and use in geometric improvements. All speed breakers and humps be marked and signed adequately for night time visibility All traffic signages be made retro reflective Create traffic safety patrol programs for student volunteers at all schools Install minimum pavement markings such as lane lines, median lines, stop bar, fog line, parking stalls/bays etc on all radial arterials and other major sub arterials. Ensure that adequate street lighting is provided on all collectors, sub-arterials, and arterials
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Education & Enforcement Overall awareness of the traffic discipline and compliance with the traffic rules by road users in Pune is much below the desired level. At present, Traffic Police in Pune will have to offer positive leadership in this direction to make people responsible and rule abiding road users. Special traffic drives are to be planned by them for making the public aware of the traffic rules. Also imposing fines at the spot procedure for defaulters may be reviewed in view of large backlog of pending traffic offence cases. Periodic road safety public campaigns including exhibitions, lectures and film shows are also necessary for road user education in Pune. The Road Safety programs should be aimed principally at adult road users and serve three main purposes: To inform the public of new regulations or changes to the traffic regulation system To influence the attitudes towards road safety To persuade road users to change their behavior in relation to identified causal factors in road accidents
The aforementioned traffic management measures are normally easy to implement, requires no land acquisition and not costly. The traffic management measures must be implemented at least on the following locations: Mobility Corridors Core Area Swargate and Vicinity Railway Station and Vicinity Shivajinagar Bus Station and Vicinity
8.1.3 Public Transport Plan for Pune City

One of the strategies identified as part of the vision is to increase the public transport trips (cumulative of road, rail and water modes but excluding IPT) to 80%. The existing level as estimated from consultants surveys is about 18% (Earlier studies indicated this share about 20-22%). For this purposes various technology alternatives in public transport are being considered. The alternate scenarios considered are: Do Nothing Augment PMPML Bus System PMPML Bus System + BRT PMPML Bus System + BRT + Ring corridors PMPML Bus System + BRT + Ring Corridors + High Capacity System (LRT/Metro/ Mono Rail etc)
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Do Nothing Scenario
This scenario assumes that no major improvements are anticipated. The changes contemplated will be limited to most minimal improvement options such as providing bus shelters etc. The company and school buses would continue to run as is where is but no improvement is assumed. The existing urban transport model is used to simulate the traffic characteristics under this scenario and the results are shown in Table 8.1. It may be seen that as anticipated the public transport modal share reduces from the current level of 17% to 10% under this scenario. Consequently this scenario is untenable and other public transport improvements are necessary.
Augment PMPML Bus Fleet Scenario

One of the easiest and quicker ways of increasing the public transport trips is by bus fleet augmentation. Before any serious public transport corridor plan is proposed it is important to utilize and upgrade the existing bus based mixed traffic public transport. As part of this scenario, PMPML will be required to increase the existing bus fleet with most likely additional routes as well. The services offered would be through a variety of bus sizes suitable for various segments and services with or without ITS applications. The 2007 existing fleet size of the PMPML is approximately 1330 buses out of which approximately 360 buses are considered not road worthy. PMPML has been expanding fleet size but nominally due to financial constraints. A Bus Transport Supply Index (buses per lakh of population) of approximately 50 is suggested during the stakeholder discussions and the same has been accepted by the PMC. The existing index is 30. Based on the proposed index PMPML would require a fleet of at least 1750 buses. This mean that the additional fleet requirement is approximately ~ 850 Buses. The existing urban transport model is used to simulate the traffic characteristics under this scenario and the results are shown in Table 8.2. It may be seen that as anticipated the public transport modal share increases from the Do Nothing level of 10% to 18% under this scenario. However the forecasted modal share is still short of the goal of 80%. It is imperative that additional strategies are required to significantly increase the public transport modal share.
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Table 8.1: Travel Characteristics under Do nothing Scenario
Trips assigned for Pune (Peak hour) Trips assigned-Tw (Peak hour) Trips assigned-Car (Peak hour) Trips assigned -Auto(Peak hour) Trips assigned-PT (Peak hour) Average Network Speed Average Trip Length Passenger Km (Daily) Passenger Hour (Daily) Vehicle Km (Daily) Vehicle Hour (Daily) Trips assigned for Pune (Peak hour) Trips assigned-Tw (Peak hour) Trips assigned-Car (Peak hour) Trips assigned -Auto(Peak hour) Trips assigned-PT (Peak hour) Average Network Speed Average Trip Length Passenger Km (Daily) Passenger Hour (Daily) Vehicle Km (Daily) Vehicle Hour (Daily)
797705 462088 (58%) 148675 (19%) 105321 (13%) 81621 (10%) 10 Kms/hr 10.4 Km 99,553,584 Passkm 9,955,358 Passhrs 46,154,637 Vehkm 4,615,464 Vehhrs 797715 421333 (53%) 135562 (17%) 96032 (12%) 144778 (18%) 15 Kms/hr 10.4 Km 99,553,584 Passkm 6,636,906 Passhrs 42,303,415 Vehkm 2,820,228 Vehhrs
Table 8.2: Travel Characteristics under Augmentation of PMPML Buses Scenario
BRT Based Public Transport Plan

One of the successful ways of increasing the public transport trips in addition to the fleet augmentation is to increase the speed and capacity of the public transportation system by way of dedicated public transport corridors. A public transport corridor is an alignment mostly on existing transport network system either at grade or grade separated with dedicated carriageway to carry public transport trips. The forecasted model is used to designate and size the public transport corridors in terms of the carrying capacity requirements. The traffic flows of the corridors, desired line data, future growth centers and the transport model were used to identify various public transport corridors. PMCs BRTS Report (Network Development for BRT for Pune City under the Scheme of JNNURM Main Report, July 2006) identifies 21 corridors/routes for BRTS, based on among others, earlier studies and some fresh surveys. Various parameters such ROW, present PMPML ridership etc are considered in the determination of the routes. The 21 routes thus identified, adding up to about 97.5 km in length are listed in Table 8.3 and shown in Figure 8.2. This project was accorded an in-principle approval by the JNNURM Central Sanctioning and Monitoring Committee in their meeting held on August 11, 2006. Subsequently CIRT has also developed a Draft BRTS Master Plan which are also shown in Table 8.3.
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Over and above the fleet augmentation, the BRTS corridors developed by CIRT/PMC are assumed for implementation and the urban transport model is used to forecast the travel characteristics under this scenario the results of which are shown in Table 8.4. The final BRT routes adopted for the purposes of CMP are shown in Table 8.3. Introducing the adopted BRTS into the transport system in addition to the fleet augmentation does increase the public transport share to 60%.
Table 8.3: Identified BRT Routes Name of Corridor Satara Road Solapur Road Yerwada to Vishranthwadi Road Ahmednagar Road Sinhagadh Road Airport Road Mundhwa bypass Karve Road High Capacity River Side Road Paud Road Vishranthwadi Dhanori Road Airport to Ramwadi Jakat Naka Sancetti Hospital to University Junction Baner Road Hotel Green Park to Balewadi stadium crossing westerly bypass Vishranthwadi- Airport Kalyani Nagar Junction to Alandhi Road Airport Road to Deccan college via hot mix plant Westerly bypass - Balewadi road to Baner road Bajirao Road Old Mumbai Road Shivaji Road Nehru Road PMC Length (kms) 5.5 7.7 4.5 5.2 7.2 2.2 2.8 6.4 10.4 4.6 6 1.45 2.73 3.2 5.69 2.4 2.33 2.55 2.83 2.3 5.5 3.3 5 CIRT Length (kms) 5.5 7.7 4.5 5.4 7.2 2.2 2.8 6.4 14.9 4.4 6 _ 2.73 3.2 _ _ _ _ _ 2.3 5.7 3.3 5 WSA Length (kms) 5.5 7.7 4.5 5.4 7.2 2.2 2.8 6.4 17 4.4 6 1.45 2.73 3.2 5.69 2.2 2.33 2.55 2.83 2.3 5.5 3.3 5
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Name of Corridor Bairoba Magarpatta Road L.B. Shastri Road J.M. Road Yerwada- Bhairoba nala Bibewadi Road Saswad Road Pashan Road Kondhwa Road Aundh Road Alandi Road Total
PMC Length (kms) _ _ _ _ _ _ 101.7
CIRT Length (kms) 3.3 1.4 2.3 4.7 3.2 2.6 5.4 5.4 _ _ 117.5
WSA Length (kms) 3.3 1.4 2.3 4.7 _ _ 6.05 8.08 14.68 5.17 151.6
Table 8.4: Travel Characteristics under BRT based Public Transport
Trips assigned for Pune (Peak hour) Trips assigned-Two (Peak hour) Trips assigned-Car (Peak hour) Trips assigned -Auto (Peak hour) Trips assigned-PT (Peak hour) Average Network Speed Average Trip Length Passenger Km (Daily) Passenger Hour (Daily) Vehicle Km (Daily) Vehicle Hour (Daily)
: 790955 : 212358 (27%) : 72722 (9%) : 29654 (4%) : 476221 (60%) : 28 Kms/hr : 14.1 Km : 133,829,586 Passkm : 4,779,628 Passhrs : 30,034,609 Vehkm : 1,072,665 Vehhrs
BRT and Ring Corridors Based Public Transport Plan

In addition to the BRT corridors the following three circumferential corridors are considered for implementation:
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Core Area Inner Ring (No Construction) HCMTR (New Construction) Westerly & Easterly Bypass Road (New Construction)
Core Area Ring: This ring is developed by existing roads that form a closed loop. Core Area Inner Ring assumes implantation of the BRT on all the parts of the core area ring as well as traffic management solutions detailed in the previous section. HCMTR: This ring of 24m is proposed by the current DP based on the RITES study. Some sections of the HCMTR are existing roads, while some are sections of the drain. Most sections are land designated for the purposes of the corridor but yet to be formed. Consequently the HCMTR alignment as shown in the DP is taken in entirety as a ring corridor. Any other form of alignment would require land acquisition that is too prohibitive considering the financial and social constraints. The alignment shown is not a closed loop but with the utilization of existing roads and road widening the loop can be a closed alignment. Westerly & Easterly Bypass: As shown in the existing traffic characteristics chapter there is a significant external-to-external trips that can be by passable. Currently the NH-4 bypass acts as westerly bypass ring. The easterly bypass/ring is not existent. This scenario considers the construction of easterly bypass. An optional westerly bypass further west of the NH-4 bypass must also be envisaged as the current NH4 bypass is likely to see increased developments along the road. PMC has already identified the land required for the easterly bypass. MSRDC has indicated, rightly so, that the easterly bypass when fully constructed would encircle both Pune city as well as Pimpri Chinchward. The proposed alignment of the ring road is given below. Over and above the previous scenario, the ring roads are assumed for implementation and the urban transport model was used to forecast the travel characteristics under this scenario the results of which are shown in Table 8.5. Introducing the ring corridors into the system in addition to the BRTS Corridors does increase the public transport share to 65%. The DP also proposed that the proposed 24m land strip would be entirely used for public transport purposes. Based on the ridership forecast the HCMTR ring is likely to have a system that can carry pphpd of 15,000 25,000. Should an elevated system (e.g. mono-rail type of system) be ultimately adopted for the HCMTR ring as a result of TEFS, then the at-grade carriageway may be used for personalized vehicles. As discussed in the network strategy, a ring corridor with mixed traffic would eliminate traffic going through the core area thereby decongesting the core area.
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Table 8.5: Travel Characteristics under BRTS and Ring road based Public Transport plan
Trips assigned for Pune (Peak hour) Trips assigned-Two (Peak hour) Trips assigned-Car (Peak hour) Trips assigned -Auto(Peak hour) Trips assigned-PT (Peak hour) Average Network Speed Average Trip Length Passenger Km (Daily) Passenger Hour (Daily) Vehicle Km (Daily) Vehicle Hour (Daily)
:791015 :185142 (23%) : 65679 (8%) : 29074 (4%) : 511120 (65%) : 30 Kms/hr : 13.4 Km : 127,195,212 Passkm : 4,239,840 Passhrs : 25,533,550 Vehkm : 851,118 Vehhrs
Proposed alignment of Ring Road 8-14
BRT and Ring Corridors and High Speed High Capacity Mass Transit System Plan
In addition to the Ring and BRT corridors possible High Capacity & High Speed Mass Transit System such as LRT/Metro/Monorail etc are assumed for implementation on appropriate corridors. The criteria for selecting the corridors are: Public Transport PPHPD, Total trips, Right of Way, Mobility Corridor, Connectivity to growth centers, Connectivity to Pimpri Chinchward, & Proximity to Core Area.
Based on the above parameters the following corridors qualify for the introduction of MTS systems: NH-4 (Old Mumbai Pune Highway) Ganeshkhind-Aundh Rawat Road (New Mumbai Pune Highway) Karve Road Nagar Road Jangli Maharaj / F.C. Road
Currently the local trains running on the Central Railway line between Pune and Pimpri Chinchward also provide an alternative way of public transport. However the existing railway line and station capacity does not accommodate the forecasted trips within the existing ROW. There is a proposal to add additional line to the pune-mumbai section. It is also expected that a dedicated freight corridor is expected between Mumbai-Chennai sections. Increasing the existing frequency and routing certain PMPML buses will certainly increase the modal share carried by local trains. However the additional capacity will not be able to meet the public transport demand requirements between Pune and Pimpri. Unless exclusive used for LRT operations during peak hours, the existing railway line cannot eliminate the need for a road based public transport corridor. This would require relocation of the long distance railway line. A TEFS considering performing capacity, geometric constrains, capital & operating costs, alternative analysis etc. would determine the final alignment and technology of the corridor. Table 8.6 shows the comparison of different types of transit systems that may be considered for the study area. The urban transport model was used to forecast the travel characteristics under this MRTS scenario the results of which are shown in Table 8.7. Introducing the MRTS in addition to the BRTS & Ring Corridors does increase the public transport share significantly and the increases up to approximately 69%. It may however be noted that this share still is short of the goal of 80%. The gap in the public transport share is to be covered by way of Traffic Demand Management measures such as Parking Controls & Fees, Cordon Pricing, Staggered Work Hours, and Taxes etc.
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Table 8.6: Summary of Comparisons of different types of Transit Systems
Transit Mode
Commuter Rail Exclusive ROW General railroad Mixed traffic 2 to 10 miles
Metro Exclusive ROW Grade separated 1 mile High platform cars operating in multiple car trains sets 60-80 per car 15 35 mph (25-55 kmph) Up to 60,000 PPHPD 40m 100-200 lakh 200 crores Bangkok, Kuala Lampur, Mexico City, Cairo
Monorail /AGT Exclusive ROW Grade separated to 1 mile
LRT Exclusive ROW Semiexclusive Mixed traffic lanes to 1 mile Articulated, double articulated low floor, can operate in multiple car sets, electric propulsion 65-85 per car 15 30 mph (25-50 kmph) Up to 30,000 PPHPD (Elevated LRT) 25m 50-60 lakh 80 crores Hongkong, Shanghai, Kuala Lampur
BRT Exclusive ROW Semi-exclusive Mixed traffic lanes to 1 Km Standard, articulated or double articulated, low floor or high platform, diesel, diesel/hybrid propulsion or ETB 40 standard 65 articulated 85 double art. 15 30 mph (25-50 kmph)
ROW Options
Station Spacing
Vehicles
Locomotive with set of passenger coaches
High platform cars operating in multiple car trains sets, electric propulsion
Seated Capacity Average Speed
90-185 per car 25 to 45 mph (40-70 kmph)
30-75 per car 15 25 mph (25-40 kmph)
Passenger throughput Min. Curve Radius App O & M Cost per km App Capital Cost per km
Up to 30,000 PPHPD 50m 40-60 lakh 80-100 crores Moscow, Jakarta, Johannesbur g, Buenos Aires
Up to 15,000 PPHPD 20m AGT 75m - MRL 40-60 lakh MRL 80 crores Tokyo, Kuala Lampur, Sydney, Seattle
Up to 8,000* PPHPD 13m 15 crores Istanbul, Taipei, Leeds, Bogota, Curitiba, Pittsburgh, Adelaide Ahmedabad, Indore, Pune
Implemented Cities(Internat ional)
Mumbai, Chennai, Delhi Kolkota, Hyderabad *; For Typical Indian Conditions (1-lane BRT) Implemented Cities (India)
Kolkota
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Table 8.7: Travel Characteristics under MRTS Scenario
Trips assigned for Pune (Peak hour) Trips assigned-Two (Peak hour) Trips assigned-Car (Peak hour) Trips assigned -Auto (Peak hour) Trips assigned-PT (Peak hour) Average Network Speed Average Trip Length Passenger Km (Daily) Passenger Hour (Daily) Vehicle Km (Daily) Vehicle Hour (Daily)
: 780427 : 153990 (20%) : 51676 (7%) : 33675 (4%) : 541086 (69%) : 31 Kms/hr : 13.8 Km : 129,238,711Passkm : 4,168,991 Passhrs : 22,596,460 Vehkm : 728,918 Vehhrs
There are other complimentary projects/proposals that must be implemented in tandem to the public transport corridors towards a successful public transport system that meets the objectives and goals of the mobility plan: Augmentation and strengthening of feeder service network Integrate parking with public transit terminals by way of park and ride structures Identify and local multi modal terminals for safe, faster and convenient inter-modal transfers Appropriate vehicle and terminal design Safe, faster and convenient pedestrian dispersal system Bicycle access to the public transport terminals Rationalize existing bus routes in light of the public transport corridors Public transport friendly tax structure Use of Intelligent Transport System (ITS) technology Signal prioritization public transport vehicles
It is important that the above mentioned actions must not be treated in isolation but a systems approach be adopted. The potential public transport corridors for 2011, 2021 and 2031 are shown in Figure 8.3, Figure 8.4, and Figure 8.5 respectively. These corridors would carry various rapid public transport systems such as BRT, Mono Rail, LRT, Metro etc.
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8.1.4 Non Motorized Plan Install Footpaths

Walking is healthy, cheap and effective mode of transportation for shorter trips. Most of the motorized trips begins and ends in walking. A significant portion of the study area trips (~ 22%) are made completely by walk. Sidewalks have valuable community benefits. To encourage and cater to walking trips footpaths must be installed on all roads without any exception. The following is suggested for the installation of footpath: A minimum usable width of 1.5meters should be provided for footpath. It is desirable to have a footpath width of 2.0meter for all roads. Where possible obstructions on footpath must be relocated Footpath design must discourage two wheelers using the footpath during periods of congestion A all signalized intersections pedestrian zebra crossings must be clearly marked Footpaths at all busy intersection must be provided with handrails to enforce pedestrians cross at zebra crossings
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Install Pedestrian Grade Separated Facilities

It is very essential that pedestrians are dispersed from public transportation systems safely onto footpaths. If dedicated carriageway is provided for public transport, the method of dispersal must take into consideration the bus stop location. If the center lane of carriage way is dedicated for public transportation grade separated pedestrian crossing facilities must be provided for bus-stops located away from major intersections. In addition to these situations grade separated pedestrian crossing facilities must be located on mobility corridors and near pedestrian intensive land uses after completion of a TEFS. A review of the past studies and pedestrian crossing demand was utilized in identifying prima facie a few selective locations (refer to Figure 8.6) where grade-separated crossing facilities are warranted.
Install Bi-cycle Lanes

Cycling is healthy and effective mode of transportation for many commuters in Pune. Several trips exceeding a trip length of 3-4KM are made through bi-cycle. A significant portion of the study area trips (~ 11%) are made completely by cycling. To encourage and cater to cycling trips dedicated bi-cycle lanes must be provided on strategic locations. The cycle lane must be continuous and form a network. As part of the Master Plan of the BRT, submitted by CIRT and IIT-Delhi, a cycle network has been prepared for the Pune city. A review and study of the network indicates that it is continuous and forms a network connecting all the important destinations of the core city as well as the rest of the Pune city. The cycle lanes are provided on all roads that have high share of bi-cycle traffic as well as on those roads that constitutes the draw area for the proposed public transport corridors. This network must be integrated along with public transport network improvements. The cycle master plan layout is shown in Figure 8.7. It is recommended that this network be implemented.
Encourage and Designate Pedestrianisation in Core Area

The core area with its array of high density retail and commercial uses and narrow streets is well suited for pedestrianization. Converting a street or an area to car-free use is called pedestrianisation. Welldesigned and placed public spaces can enliven an area. M.G. Road in the city is already being made as a Pedestrian Plaza on Sundays. One of the pedestrian busy streets in core area is Laxmi road as can be seen from the pedestrian survey results. Similarly the surrounding roads also have very high pedestrian volumes. On an experimental basis vehicles may be banned on Laxmi Road and adjoining streets (within 50m to 200m) from 8 am to 8 pm, effectively turning an area of approximately about 0.5~1.0 square kilometers into a vehicle-free zone to ease the chronic air pollution and traffic jams thatplague the old city. International experience shows that despite the initial resistance and acceptance, pedestrianisation often improved the businesses and economy of the area in addition to the social benefits. If the ban proves successful, it could become permanent and extended.
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The implementation must take into confidence the public and affected retail entities. The pedestrianisation must also include design of appropriate parking plazas, as well as alternative circulation strategies. A detailed traffic study must be prepared considering the impacts as well as the alternative routes and traffic routing plan. The area selected for pedestrianization is shown in Figure 8.8.
8.1.5 Passenger & Commercial Terminal Plan

Bus Terminals PMPML have 5 depots from which city buses are operated to various parts of Pune. Out of the existing terminals, the Swargate and Shivajinagar bus stations are located in very congested environs. Station area traffic improvement schemes (STATIS) must be implemented for all the stations but more specifically for the two stations. STATIS must include the traffic management improvements discussed earlier. It is very important that the bus stations are conveniently and quickly accessible by public transport and NMT. Currently the terminals run public buses to various parts of Pune and surrounding areas. The Swargate junction is one of the busiest intersections in Pune. The public transport and NMT master plan suggested by the PMT shows that the terminals will continues to have faster and convenient connectivity through alternate modes of transport system on the approach roads of Swargate Junction. It is also suggested that the Swargate terminal have inter-modal terminal with provision for park-andride system. Any potential grade separation at Swargate junction must consider the alternative modes of public transport and inter-modal terminal. There are currently significant private inter state buses plying through the city. Many of them are seen parked on the city roads for lack of dedicated parking facilities. At the time of locating and designing the intermodal transfer terminals, the parking for private buses must be integrated with the intermodal terminals. Pune Railway Station PMPML buses also run to the railway station in old city. The Railway and PMC officials have recently improved the traffic operations of station road and vicinity of the railway station. However, the terminal and vicinity still is very congested due to hawkers, heavy traffic among other reasons. Through traffic from Shivajinagar towards Bundgarden and Nagar Road are currently forced to go through the station area and vicinity causing needless traffic on the roads. The proposed east-west alignment connecting Karve Road to Nagar Road directly through the Sangam is likely to remove by at least 10% of the through traffic from the station area roads. STATIS schemes must also be implemented for the railway station. It is expected that an intermodal terminal would be located at the Sangam and due to the proximity to the railway station the sangam terminal must be connected to railway station.
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Airport Based on the public transport master plan under the CMP the existing airport is connected with bus based rapid transport in the interim. One of the potential locations for a new international airport for Pune city is identified as Chakan towards Nasik. Based on the experience with the Bangalore and Hyderabad airport controversies, connectivity to Chakan airport must be well planned and integrated into the airport development. Nasik Rd would provide primary connectivity to the potential airport. Nasik Rd-Alandi Rd, Nasik Rd-NH4 & Nasik Rd-Ring Rd must be developed as alternate airport transport connectors. The public transport corridor along NH-4 must extend along Nasik Road up to the potential airport using preferably a high speed Rail/Road based system for a fast, convenient and safe transport to the airport.
Truck Terminal
There currently is no truck terminal on the proposed easterly bypass or on roads that form sections of the bypass. With the implementation of the bypass it is essential that truck terminals accommodating the parking and other needs of commercial vehicles are built at suitable locations along the easterly bypass. A review of the past studies and discussions with PMC identified prima facie a few selective locations (refer to Figure 8.9) where truck terminals may be located. The truck terminals also serve as job-growth and economic catalyst for the area. Other expected benefits of the terminal are a reduction in truck traffic on city roads and roads in the vicinity of core area and market yards. One of the main problems with the Pune city is that lot of activities are all clustered together in old city and vicinity. One of the solutions for the problem would be to relocate some of the activity centres to less congested areas. It is suggested that the existing goods market at Railway Station & Market Yard are relocated. The relocation must consider the potential truck terminals as they can be integrated.
8.1.6 Flyovers:
Road Intersections are major points of traffic bottlenecks in transportation a system. The general experience is that while flyovers / grade-separated cross-over may help to relieve congestion at intersections temporarily, they also allow a lot of the suppressed transit demand to come on to the roads. This generally leads to congestion coming back - at a higher level of traffic. Flyovers also tend to merely shift the point of congestion from one location to another. As a result, the real utility of flyovers, beyond providing a temporarily relief from congestion, has been questioned by many experts. Notwithstanding the above, in Pune, there are several intersections, where such grade separated crossover become inescapable. This is typically at intersections where the volume to capacity ratios are very adverse and grade-separated facilities may not be avoidable. While providing a grade-separated facility, it is very important that it doesnt result in traffic levels going up. This can be done by introducing measures that channelize future traffic growth towards public transport and NMT.
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It is also important to recognize that in a developing economy and more so in a city like Pune, which is facing rapid population growth, travel demand will only increase. This means that the number of vehicles is unlikely to go down compared to present levels. However, initiatives that work towards channelizing the growing demand towards public transport and non-motorized modes will go a long way in slowing down the rate of vehicular growth. Any effort at building grade separated cross-over must be simultaneously accompanied by vastly improved public transport and NMT infrastructure. It is therefore, recommended that if flyovers are taken up at any intersection, they must be preceded by a thorough evaluation of alternative options and only after all such options have been carefully analyzed should a flyover be considered. The possible alternatives to relieving the congestion at a traffic junction are the following: 1. Reducing the number of traffic light phases. 2. Restricting the right turns at the junction by suitably re-routing through indirect right turns or U-turns. 3. Widening the intersection throat to increase the approach capacity. 4. Coordination of traffic lights on an adjacent intersection to allow minimal haltage along with a mobility corridor. It is only after all the above options are considered and found inadequate that flyovers should be thought of. In addition, the IRC warrants for provisioning of grade-separated also need to be checked even while doing so, efforts should be towards the following: 1. 2. The flyover falls on the alignment of one of the BRT corridors so that it helps to simultaneously improve public transport. The volume to capacity ratio of the junction is above 80 % and there is a justification for the Flyover at the current volume of traffic and not at any projected volume of traffic. A review of the past studies and discussions with various implementing agencies as well as available traffic data suggests that a few selective locations (refer to Figure 8.10) could be possible candidates for such grade separated facilities. As already stated, it would be necessary to prepare feasibility studies for each of them taking into account the discussions above and a full perspective the flyovers impact on the mobility corridor that it lies on.
8.1.7 Traffic Demand Management Plan

The improved public transportation and associated improvements to the study area would substantially shift the travel patterns of the study area. Results from the travel demand model indicate that after implementing the public transport corridors and the other necessary proposals public transport share of the trips would increase to approximately 60-65% of the motorized trips.
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To further increase in public transport modal shares additional demand management interventions are necessary: Corridor Densification Limited availability of parking as well as high parking fees Congestion charges
Corridor Densification Plan

The Development Plan must anticipate the increase in value of land due to the public transport investments and must capture the land value. The DP for the study area must orient itself towards densifying the proposed public transport corridors and vicinity to improve the ridership. Consequently the land use structure and regulations must be corridor based Increase FSI on the public transport corridors and additional FSI may be sold at market value.
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Parking Management Plan

Presently most of the roads in Pune city are having free on-street parking. Parking control is important from many considerations including the following: Control the personalized vehicles plying in the system Potential to augment and facilitate the public transport corridor Ridership Loss in the throughput of the adjacent street due to parking interference Consolidation of the on-street parking Gain/Loss of the business of the commercial uses on the street Revenue generation potential through parking charges Facilitate pedestrianisation policy through locating parking in the vicinity of vehicle free roads.
CMP proposals such as Mobility Corridor Development, Public Transport Corridors and Terminals, etc require that parking be suitably be integrated and managed for their successful implementation. As part of the principles upon which the CMP is being developed, it is envisaged that strategic parking plazas would be developed and integrated with the other CMP elements. The parking structures, either isolated or integrated with the public transport terminals, should meet some or all of the following requirements before implementation: The parking plaza must discourage other commercial uses in the same premises The parking plaza must facilitate public transport The parking plaza must facilitate non-motorized transport The parking plaza should off-set removal of on-street parking The parking plaza should improve the traffic circulation of the vicinity
Parking structures in the core city area included in the DP must be implemented and integrated with the public transport and NMT proposals. Parking plaza locations for other areas and roads must be based on a TEFS. Capacity and Parking Pricing of the parking plaza must consider the prevailing parking policy of the study area. Parking Pricing may be implemented as a Parking Management Strategy (reduce parking problems), Transport Demand Management (TDM) strategy (to reduce vehicle volumes), to recover facility costs or for a combination of these strategies. It is anticipated that the pricing must emphasise TDM also Parking Management Strategy may be an interim policy. Pricing and the method must be convenient, transparent and fair. The pricing strategy must be used to improve consumers Transportation Choices. Real time information on parking prices, availability and transportation alternatives must be made. The prevailing parking policy must be taken into account before the parking pricing is implemented.
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Road Pricing
Congestion charges refers to variable tolls, with higher prices under congested conditions and lower prices under less congested conditions, intended to reduce peak-period traffic volumes to optimal levels. The objective of congested pricing is to reduce peak period vehicle traffic and facilitate a shift to sustainable modes of transport or to other times. With the improved public and non-motorized transport, land use interventions, parking and congestion pricing the study area can expect a public transport share of about 80% fulfilling the vision of the CMP.
8.1.8 Road Maintenance and Management Plan

Despite best efforts of concerned authorities aimed at improving the urban road network the roads continue to exist below desired standards. However urban roads could be maintained and managed at a very high level of serviceability using modern techniques of Road Maintenance Management System (RMMS), supported be a systematic Road Information System (RIS). This will help to evaluate the existing condition of the roads and to suggest needed improvement measures for the roads so that costeffective modern technologies can be used to provide higher level of serviceability by applying regular and timely maintenance. RMMS is a tool to facilitate the road network asset management at rural and urban levels within the study area. As an asset management tool, RMMS require a strong data base (Road Information System) to be collected, maintained and managed scientifically by using the latest techniques like GIS. RMMS is characterized by: Creation of a database on road inventory, road condition, traffic, geographic data, demographic and socio-economic parameters; Finalization of performance standards for necessary maintenance activities; Create the cost data base in respect of various regions for the network; Data base on budgetary support available for maintenance; Design a maintenance model to make predictions with respect to short, medium and long-term frames Generate various scenarios of maintenance within the given constraints of funding and predict the level of service achieved within these constraints Priorities the investment needs Ensure the available resources are put into optimum use, and Centralized outputs of the proposed maintenance management system to decide the state level planning, prioritization and optimization for network The overall CMP Plan for the Pune City and the Core Area are shown in Figure 8.11 & Figure 8.12 respectively.
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8.2 Institutional Framework for Pune Metropolitan Region

The NUTP in its Para 37 under Legal and Administrative Issues recommend that Unified Metropolitan Transport Authorities (UMTA) is to be setup in all million plus cities: The current structure of governance for the transport sector is not equipped to deal with the problems of urban transport. These structures were put in place well before the problems of urban transport began to surface in India and hence do not provide for the right co-ordination mechanisms to deal with urban transport. The Central Government will, therefore, recommend the setting up of Unified Metropolitan Transport Authorities (UMTAs) in all million plus cities, to facilitate more coordinated planning and implementation of urban transport programs and projects and an integrated management of urban transport systems. Such Metropolitan Transport Authorities would need statutory backing in order to be meaningful. Accordingly in December 2007 the Maharastra government has setup Pune Metropolitan Transport Authority (PMTA). It has been proposed that the State Urban Development Secretary will head the PMTA. Representatives from two municipal bodies and three cantonment boards along with those from the transport sectors - road, rail and water - will be made members. Representatives from bodies such as MSRDC and various state departments from the traffic and transport sectors too are likely to be part of PMTA. PMTA will coordinate with various agencies - central and state government departments, Pune Municipal Corporation (PMC), Pimpri Chinchwad Municipal Corporation (PCMC) and the three cantonment boards. Planning will be done across the boundaries of the urban areas within the metropolitan region. PMTA may be entrusted with the following functions: Strategic Regional and Transportation Planning Investment, Management and Operations Policy Planning System/Corridor Planning Financial Planning Long and Short-Term Priority Setting, Decision Making for Investment and Operating Subsidies Infrastructure Project Implementation Service and Operations Regulation Service and Operations Management Service Provision and Operations
The purview of PMTA is expected to include the following urban transport entities: Bus Transport system Rapid Transport System Inland Water Transport
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Existing and Proposed Airport Roads, Bridges and Highways Bus, Railway and Truck Terminals Parking Pedestrian and bi-cycle transport
While PMTA is a governmental agency, it is suggested that the setup must made in a manner such that PMTA operates like an efficient business corporation that plans and conduct the functions in an independent manner without the uncertainties arising from changing political controls and policies. PMTA may be made to generate and manage its own revenues so that it is not dependent on the state legislatures for appropriations. The Regional Traffic Authority is expected to continue to exist and its role would be to mostly act as a regulatory body. A schematic of the institutional setup is shown in Figure 8.13. Until the proposed PMRTA is setup and fully functional PMPML must consider the following improvements in the interim: A BRT Cell must be created within the PMPML to cater specifically to the BRTS and its operations An organizational appraisal study considering the organisational structure, manpower skill, recruitment and purchasing procedures etc must be prepared by a professional consultant and the recommendations must be implemented
Central Planning Pune Metropolitan Regional Transport Authority Functions: Coordination Planning of PMC, PCMC etc
Regulator
Functions Based on inputs from Central Planning, regulation
PMC Planning & Operation
PCMC Planning & Implementation
PMPML Planning & Implementation
Traffic Police
Cantonment Planning & Implementation
Figure 8.13: Institutional Setup
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9. Mobility Plan Investment Program

9.1 Investment Requirements & Funding Options
Accurate estimation of urban transportation expenditure is a difficult task as the transportation infrastructure for urban area is implemented by various agencies such as Local Planning Authorities/ Development Authorities, Urban local bodies, NHAI/State Highways/PWDs, Traffic Police etc. According to the Eleventh Five Year Plan Working Group Estimates, the total financial requirements for 1 4 million cities are forecasted to be approximately Rs. 930 crores/ city. This excludes the cost for modern buses. The comprehensive traffic and transport study conducted by Span Consultants in 2003 for Pune City have indicated a total funding requirement of 488.32 crores for Pune City. Based on the CMP elements discussed in the previous sections the consultants have estimated approximate cost estimate for implementing the elements of CMP. Summary of the costs is presented in Table 9.1. From the above table, it is evident that the approximate capital cost for complying the CMP for Pune City is Rupees 19,300 Crores. At least 60% of the total investment will be required for developing public/mass transit systems. Including the land acquisition cost, the total expected approximate investment accounts about 22,700 Crores (Table 9.2). The estimated investment of the urban transport sector is phased from 2008 to 2030, with five phases 2008- 2010, 2010- 2015, 20152020, 2020- 25 and 2015-2030. The first phase focus mainly on traffic management measures, BRT / augmenting public transport, etc. Other long term projects are phased according to the demand estimated by the model. The proposed investment work program for CMP is presented in Table 9.3. There is a need to rigorously evaluate all such proposals and compel a complete and thorough evaluation of other technological alternatives (Alternate Analysis).
Table 9.2 Total Investment including land acquisition No. 1 2 3 Item Capital Cost Land Acquisition Cost Total Cost (rounded off) Rs. In Crores 19300 3400 22700
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Table 9.1: Summary of suggested CMP based Transport Investment Program

All costs in Rs. In Crores 2008- 2010 No 1 2 3A 3B 4 5 6 7 8 9 10 11 12 14 15 16 Item Bus Augmentation BRT Metro Metro (underground) Monorail Inland water Pedestrian Subways Footpaths Pedestrian Plaza Bridges Outer Ring Road Flyovers /Underpass Road & Shoulder Improvement ITS Junction Improvements Parking Structures 50 20 25000 169.73 24 400 60 500 Total Quantity 1750 151.6 11.5 2.5 66 Km Km Km Km LS No. Km. LS Sq.m Km Lane Km Lane Km LS No. No. 0.25 5.0 12000 4.0 2.0 5.0 0.5 Unit Unit Rate 0.5 12.0 140.0 280.0 70.0 Cost 875 1819.00 1610.00 700.00 4620.00 550.00 300.00 250.00 50.00 30.00 6065.00 96.00 800.00 100.00 12.50 100.00 50 12.5 0 12 400 25000 18 500 90 250 50.00 30 0 0 800 169.73 24 12 0 19.8 1386 0 60 0 0 0 6065 96 0 40 0 60 8 12 Quantity 1750 151.6 Cost 875 1819 11.5 2.5 19.8 0 1610 700 1386 550.00 60 0 0 0 0 0 0 20 0 40 12 26.4 1848 0 60 0 0 0 0 0 0 20 0 0 6 0 0 2010 2015 Quantity Cost 2015 - 2020 Quantity Cost 2020 - 2025 Quantity Cost 2025 - 2030 Quantity Cost 0 0 0 0 0 0 30 0 0 0 0 0 0 20 0 0
9-2
2008- 2010 No 17 18 19 20 21 22 Item Traffic Management measures (Signage and Marking) Truck terminals RAAS & RMMS Airport Connectivity (monorail) Inter modal Transfer Stations Station Area Improvements Total (rounded off) % 15 4 Total Quantity 600 5 Unit Km No. LS Km No. LS 70.0 8.0 Unit Rate 0.2 1.5 Cost 120.00 7.50 4.00 1050.00 32.00 10.00 19300 100% Quantity 180 Cost 36 0 0 0 0 10.00 4000 21%
2010 2015 Quantity 120 5 Cost 24 7.5 4.00 15.0 0 1050 0 0 8800 46%
2015 - 2020 Quantity 120 Cost 24 0 0 0 2.4 19.2 0 4400 23%
2020 - 2025 Quantity 120 Cost 24 0 0 0 1.6 12.8 0 2000 10%
2025 - 2030 Quantity 60 Cost 12 0 0 0 0 0 100 1%
Note: Basis for unit rates is presented in Appendix 9.2 - Table 9.2.1
9-3
Table 9.3 Proposed Investment Work Program for CMP

Sl. No. Item 2008 2010 2015 2020 2025 2030
1 2 3A 3B 4 5 6 7 8 9 10 11 12 14 15 16 17 18 19 20 21 22
Bus Augmentation BRT Metro Metro (underground) Monorail Inland water Pedestrian Subways Footpaths Pedestrian Plaza Bridges Outer Ring Road Flyovers /Underpass Road & Shoulder Improvement ITS Junction Improvements Parking Structures Traffic Management Truck terminals RAAS & RMMS Airport Connectivity (monorail) Intermodal Transfer Stations Station Area Improvements
9.2 Funding Needs

To meet the transport needs of the future, investment requirements will increase to levels three to four times higher in real terms from the present levels. The financing of this level will be a massive task. While the government will continue to be a major source of funds for infrastructure, internal generation of resources by the sector itself will have to increase. Pricing of transport services and reduction in the costs will have to play a much bigger role than in the past. A larger role of the private sector is also visualized. In a maze of subsidies and social service obligations public sector transport has lost the importance of commercial operations. Urban transport Policy of the Ministry of Urban development clearly indicates the areas and levels of possible government support in planning to implementation of urban transport components. There are certain areas of urban transport components that different stakeholders can participate so that the required funding and responsibilities can be shared with suitable coordination and regulation mechanism. Considering the funding pattern, legal aspects, implementation capacity, return potential, risks associated etc., urban transport components can be grouped for implementation.
9-4
Projects in the study area can be implemented by: Local bodies Local bodies with the fund support of State and Central governments Local bodies with the fund/technical support of multilateral funding agencies State or Central governments Local bodies with the support of private participation Private participation
9.2.1
Implementation Mechanism
The possible areas of the urban transport projects for various implementation agencies are presented in Table 9.4. Low capital intensive with moderate technical requirements and high social responsibility projects can be taken up by ULBs. High capital intensive and more technical required projects like MRTS, LRTS, and structural projects shall be through the co-operation of State and Central governments on SPV format (eg; Metro in Delhi). Projects with overlapping responsibilities but with high return potentials with less risk and less gestation period shall be through private sector by BOT/Annuity formats. Private sector participation will be in the areas of high profitability with less/medium risks. Hence it is necessary to identify the appropriate areas for different types of private sector participation for implementing urban transport components. Private sector involvement in urban transport component can be the following forms: Projects with social responsibility on sponsorship pattern (eg: improvement and maintenance of junctions). Annuity format of BOT projects which have less return potentials and high capital intensive (eg: Development and maintenance City Roads in Trivandrum City). Commercial projects BOT projects (eg: Coimbatore Bypass in Tamil Nadu, Bridge connecting Wellington Island and Mattancherry in Kochi in Kerala). PPP for urban bus services: The PPP model for Indore city bus operation is one such example.
Table 9.4: Possible areas of urban transport projects for various Implementation agencies Potential Role Players /Agencies
Urban transport components 1.Intra-city road network(Capacity augmentation , new links) 2.inter city roads (Bypasses, Development of major arterials in the outer city area 3.corridor development for major arterials within city 4. Flyovers .ROB/RUB, Underpasses, Pedestrian subways etc ULB State Central Govt. Multilateral Funding Agencies Private Sector Sponsorship Private Sector(Annuity) Private Sector (BOT)
i. Urban Roads
9-5
Potential Role Players /Agencies

Urban transport components 1. 2. Junction Improvements Parking (On-street) ULB State Central Govt. Multilateral Funding Agencies Private Sector Sponsorship Private Sector(Annuity) Private Sector (BOT)
ii Traffic Improvements
3. parking (Off-street) 4. Road Information System 5. Bus stops
iii Road safety

1. 3. Signage Accident information system 2. Training and Education 4. Trauma care facilities 5. Management of accident prone areas 6 Street lighting
iv. Mass transport system

1 MRTS/LRTS 2.BRTS 3.Bus Transport system (Intracity) 4 Bus Transport system (Intercity) 5 Inland water transport 6 Intermodel transfer facilities
v. IPT
1 Regulations (licensing, parking, routing etc) 2.Terminals 1 Regulations (licensing, parking, routing etc) 2.Terminals
vi. Non-Motorised Vehicles
vii. Pedestrian facilities

1. footpaths 2 pedestrian Zones 3. Pedestrian Crossing facilities
viii. Urban Transport Planning & Operation Data

1. Urban Road Information System 2. Data Collection
3. Collection& Management 4. Planning & research activities
ix. Road side Environment

1. Drains 2. Regulation Of Advertisement/Billboards/posters
9-6
Potential Role Players /Agencies

Urban transport components 3. Management of open spaces ULB State Central Govt. Multilateral Funding Agencies Private Sector Sponsorship Private Sector(Annuity) Private Sector (BOT)
x. Terminals
1. Rail
2. Bus(Inter-city/Intra-city/Tourist etc) 3. IPT 4.Circulation pattern
The possible implementation mechanism is presented in Figure 9.1. The Corporation/ the Central and State government / Multilateral Funding Agencies will continue to be a major source of funds for infrastructure (about 65% of the capital cost). The funding can be through budgetary support, JNNURM funds, etc. It is found that about 35% of the investment can be undertaken through various forms of private participation, such as BoT, Annuity, sponcership, etc. Projects with overlapping responsibilities but with high return potentials with less risk are considered by private sector by BOT/Annuity formats.
Private Sector (BOT) 31.5% ULB/State/ Central Govt/ Multi lateral Funding Agencies 65.2%
Private Sector (Annuity) 0.1%
Private sector (Sponcership) 3.2%
Figure 9.1 Possible Implementation Mechanisms
9-7
Appendix
Appendix 3.1 Ward wise Population Projection
Appendix 3.1: Wardwise Population projection

Region PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC Zone 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 2007 20,191 19,909 18,638 20,882 21,204 22,302 22,985 24,254 22,765 20,800 24,991 21,660 20,495 25,012 22,088 20,599 19,074 17,872 21,381 18,722 18,029 22,274 21,773 22,845 20,444 23,452 21,402 23,284 25,187 25,002 23,030 21,170 22,892 21,853 22,618 19,855 19,375 21,316 18,985 19,966 18,368 19,972 21,493 22,294 22,146 18,911 20,473 20,904 22,064 20,896 18,985 17,998 21,705 Population 2011 2021 23,485 30,503 23,156 33,547 20,775 28,021 23,276 29,069 23,635 31,878 24,859 31,046 26,734 38,730 29,386 41,104 27,582 41,336 23,186 31,272 31,490 47,193 27,293 40,903 24,832 34,733 31,516 47,232 25,691 33,369 24,957 37,402 21,261 25,491 19,056 20,942 25,905 32,352 20,869 25,020 19,222 23,046 25,907 36,238 25,325 35,423 26,572 37,168 23,779 33,261 28,414 39,744 25,931 38,861 29,340 43,970 31,737 47,562 31,504 47,214 29,019 43,489 22,571 30,444 26,626 37,243 25,418 35,553 26,308 36,798 23,093 32,302 22,535 31,521 26,860 40,253 21,162 26,429 23,222 32,482 19,584 27,393 23,230 32,493 22,916 30,908 24,850 31,035 25,759 36,030 21,080 26,326 22,820 30,780 23,301 27,936 24,594 29,486 23,292 27,925 20,242 24,269 19,189 23,006 25,245 35,312 2031 38,184 46,839 36,425 34,989 41,440 37,368 54,075 55,411 59,704 40,652 68,164 59,078 46,823 68,221 41,770 54,022 29,455 22,182 38,940 28,910 26,629 48,851 47,753 50,105 44,838 53,578 56,130 63,509 68,697 68,194 62,815 39,575 50,207 47,929 49,607 43,545 42,493 58,141 31,811 43,789 36,928 43,803 40,179 37,355 48,571 31,687 40,012 32,280 34,071 32,267 28,043 26,584 47,603
Wilbur smith Associates
PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC
54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 100 101 102 103 104 105 106 107 108 109
20,126 20,613 21,785 19,309 18,207 17,907 19,208 24,773 21,248 22,267 20,261 18,837 20,833 19,333 19,338 19,589 18,407 21,851 21,128 20,977 20,180 19,454 19,077 21,969 21,217 19,929 18,927 19,883 18,401 18,520 20,332 20,846 20,235 19,900 17,403 21,455 21,235 19,637 18,951 19,916 19,962 18,185 20,638 20,651 21,483 21,651 22,456 17,715 18,181 20,167 18,404 18,916 18,627 20,954 20,240 22,482
20,483 23,976 25,339 19,651 19,412 18,224 22,342 31,215 24,714 24,820 22,585 20,997 23,221 22,487 22,493 21,835 20,517 24,357 23,551 23,383 22,494 21,685 21,264 24,488 23,650 22,214 21,097 23,126 19,619 20,644 20,692 23,237 20,594 22,182 17,712 22,875 22,641 20,937 18,736 21,235 20,316 19,388 23,005 23,019 23,946 24,134 25,031 18,888 19,385 22,480 18,730 20,168 19,860 23,356 22,561 26,149
21,897 33,536 35,442 22,579 24,244 20,939 31,250 46,781 34,569 29,757 30,462 28,320 29,001 31,454 31,462 26,178 24,598 29,202 28,236 28,034 26,968 25,998 25,494 29,359 28,355 26,633 25,294 32,348 23,522 24,751 22,121 27,859 22,015 26,595 18,935 28,568 27,144 25,102 19,656 25,459 23,342 23,245 28,730 28,748 32,299 32,551 33,762 22,645 23,241 26,952 21,520 25,187 24,803 31,503 28,176 36,576
22,561 45,209 47,779 25,003 29,181 23,187 42,128 67,569 46,601 34,385 39,598 36,814 34,906 42,402 42,413 30,249 28,423 33,743 32,626 32,393 31,162 30,041 29,458 33,924 32,764 30,774 29,227 43,608 27,180 28,599 22,792 32,191 22,683 30,730 19,509 34,386 31,365 29,005 19,873 29,417 25,848 26,860 34,581 34,602 41,986 42,315 43,888 26,166 26,855 31,142 23,830 30,316 29,854 40,952 33,914 49,307
PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PC KC PCMC PMR PMR PMR PMR PMR PMR PMR PMR PMR PMR PMR PMR
110 111 112 113 114 115 116 117 118 119 120 121 122 123 124 125 126 127 128 129 130 131 132 133 134 135 136 137 138 139 140 141 142 143 144 145 146 147, 148, 149 150 151 152 153 154 155 156 157 158 159 160 161 Total
20,418 21,755 22,128 23,133 20,842 20,687 18,902 19,782 20,954 21,684 19,843 23,279 23,155 17,860 22,470 21,889 19,828 20,369 21,885 20,826 19,880 18,601 21,777 18,634 20,557 18,948 17,745 19,033 22,325 21,124 20,343 18,187 18,950 19,789 19,640 112,630 115,387 1,416,210 36,640 27,971 146,320 41,189 87,802 47,023 28,877 92,833 71,990 33,587 45,943 36,805 5,309,395
23,749 25,304 25,738 26,907 24,241 23,059 21,070 22,050 24,372 25,221 20,195 27,076 26,932 18,177 25,046 24,398 20,180 21,718 25,456 22,204 23,123 19,832 24,274 20,771 22,914 21,121 18,060 20,293 24,885 23,547 21,690 19,391 19,286 23,017 22,844 116,377 120,735 1,735,729 41,769 31,887 166,802 46,955 100,092 53,606 32,920 105,827 82,068 38,288 52,374 41,957 6,112,264
35,592 35,394 36,000 37,636 33,908 31,101 28,419 27,538 34,090 35,278 23,203 37,873 37,671 20,885 33,782 32,908 23,186 27,123 35,606 31,058 32,344 24,768 32,741 28,015 30,906 28,488 19,307 24,329 33,565 31,759 30,339 27,123 22,159 32,195 31,953 126,070 134,875 2,747,043 56,258 42,947 224,661 63,242 134,812 72,200 44,339 142,536 110,535 51,570 70,541 56,511 8,482,822
51,408 47,714 48,531 50,736 45,710 40,430 36,942 33,145 45,956 47,558 25,694 51,056 50,784 23,127 43,914 42,779 25,675 32,646 47,999 41,869 43,602 29,812 42,561 36,418 40,176 37,032 19,892 28,112 43,632 41,285 40,899 36,564 24,538 43,401 43,076 136,225 150,112 4,102,868 73,127 55,825 292,026 82,205 175,235 93,850 57,634 185,276 143,679 67,033 91,694 73,456 11,413,417
Appendix 3.2 Ward wise Employment Projection
Appendix 3.2: Wardwise Employment Projections

Region PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC Zone 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 2007 4,549 1,426 377 689 3,734 18,575 8,516 19,822 13,399 754 4,055 6,436 17,705 4,722 3,136 24,431 3,082 2,841 25,790 3,203 12,548 14,098 33,406 10,497 3,094 37,273 11,813 38,578 45,442 11,391 4,713 27,320 5,814 8,479 12,962 14,963 5,034 4,039 8,660 5,658 6,886 13,479 14,596 4,922 4,311 1,658 10,299 524 5,889 10,978 12,302 2,884 7,647 2011 Employment 2021 5,914 8,279 1,854 2,595 453 588 895 1,253 4,481 5,625 24,147 33,806 11,071 15,500 25,769 36,608 17,419 25,236 905 1,177 4,866 6,144 7,724 9,768 23,017 32,862 5,667 7,310 3,450 3,967 29,317 41,043 3,390 3,899 3,126 3,594 28,369 32,624 3,523 4,052 16,312 22,837 16,917 21,472 40,088 56,424 12,596 15,847 3,713 4,720 48,454 67,836 14,176 18,015 50,152 70,213 59,075 82,705 14,808 20,731 5,655 7,917 35,516 49,723 6,977 8,989 10,175 12,914 15,554 19,628 17,956 22,825 6,041 7,640 4,847 6,169 10,392 13,079 7,355 10,297 8,952 12,532 17,523 24,532 17,515 22,167 5,907 7,679 5,173 6,725 1,990 2,523 12,359 15,947 576 662 6,478 7,449 12,076 13,887 14,763 19,145 3,461 4,405 9,176 11,852 2031 11,591 3,633 765 1,755 7,062 47,329 21,700 52,048 36,605 1,530 7,760 12,358 46,966 9,432 4,563 57,461 4,483 4,134 37,517 4,660 31,971 27,263 79,446 19,941 6,002 94,971 22,903 98,298 115,786 29,023 11,084 69,612 11,585 16,397 24,775 29,026 9,665 7,855 16,465 14,415 17,545 34,345 28,065 9,982 8,743 3,200 20,581 762 8,567 15,970 24,831 5,609 15,312
PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC
54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 100 101 102 103 104 105 106 107 108 109
492 2,872 10,870 1,004 1,252 1,456 2,281 5,342 1,506 4,306 858 1,376 1,462 1,316 3,573 14,059 7,361 12,298 2,244 12,350 2,870 5,541 4,241 7,130 7,107 5,452 9,007 17,184 7,199 1,322 2,733 14,696 2,159 13,194 3,192 16,986 16,955 874 963 3,629 1,436 5,589 12,171 16,656 3,049 5,935 14,263 5,948 6,560 6,874 7,523 2,665 1,399 2,450 6,541 1,194
541 3,447 13,044 1,205 1,502 1,747 2,737 6,944 1,807 4,737 1,029 1,651 1,755 1,579 4,288 15,465 8,097 13,528 2,469 13,585 3,157 6,095 4,665 7,843 7,818 5,997 9,908 20,621 8,639 1,454 3,006 16,166 2,374 14,513 3,511 20,383 22,041 1,049 1,155 4,355 1,723 7,266 15,822 19,987 3,659 7,122 17,116 6,543 7,872 7,561 9,027 3,198 1,679 2,940 7,849 1,552
622 4,481 18,309 1,537 1,903 2,201 3,831 9,722 2,281 5,447 1,317 2,110 2,225 1,991 5,539 17,785 9,312 15,557 2,839 15,623 3,631 7,009 5,365 9,019 8,991 6,897 11,394 26,591 11,147 1,673 3,457 18,591 2,731 16,691 4,038 25,608 32,147 1,349 1,444 6,097 2,171 10,319 22,150 28,257 4,657 9,065 22,043 8,446 10,059 8,696 11,535 4,086 2,125 3,757 9,952 2,173
716 5,825 25,704 1,960 2,411 2,774 5,364 13,611 2,879 6,264 1,685 2,697 2,822 2,511 7,156 20,453 10,709 17,891 3,265 17,966 4,176 8,060 6,169 10,372 10,340 7,931 13,104 34,297 14,386 1,924 3,976 21,379 3,140 19,194 4,643 32,178 46,941 1,735 1,805 8,535 2,737 14,666 31,011 39,974 5,930 11,541 28,397 10,906 12,858 10,000 14,744 5,223 2,690 4,802 12,622 3,043
PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PMC PC KC PCMC PMR PMR PMR PMR PMR PMR PMR PMR PMR PMR PMR PMR
110 111 112 113 114 115 116 117 118 119 120 121 122 123 124 125 126 127 128 129 130 131 132 133 134 135 136 137 138 139 140 141 142 143 144 145 146 147, 148, 149 150 151 152 153 154 155 156 157 158 159 160 161 Total
10,275 3,390 2,343 1,220 2,372 5,316 5,932 3,578 20,716 12,518 3,250 3,232 2,768 8,439 4,861 4,827 3,010 1,030 2,099 10,838 8,001 5,658 5,427 3,105 3,869 3,559 2,521 5,133 3,370 1,961 22,312 1,582 14,035 4,081 1,835 40,547 41,539 538,576 13,190 10,070 52,675 14,828 31,609 16,928 10,396 33,420 25,917 12,091 16,540 13,250 1,980,402
13,358 4,068 2,812 1,464 2,847 6,379 7,119 4,293 24,859 15,021 3,900 4,201 3,322 10,127 5,833 5,792 3,612 1,236 2,729 14,090 9,601 6,789 6,512 3,726 4,256 3,915 2,774 6,160 3,707 2,353 29,006 2,056 16,842 4,897 2,386 41,896 43,465 719,708 15,037 11,479 60,049 16,904 36,033 19,298 11,851 38,098 29,544 13,784 18,855 15,105 2,438,030
18,701 5,695 3,936 1,896 3,701 8,173 9,086 5,501 32,253 21,141 4,897 6,094 4,650 12,705 7,458 7,433 4,564 1,569 3,903 20,205 13,442 8,613 8,411 4,824 5,526 5,083 3,190 7,905 4,745 3,059 40,608 2,878 21,083 7,027 3,340 45,385 48,555 1,259,488 20,253 15,461 80,878 22,767 48,532 25,992 15,962 51,313 39,792 18,565 25,395 20,344 3,515,386
26,182 7,973 5,511 2,457 4,811 10,475 11,601 7,050 41,851 29,764 6,149 8,851 6,510 15,941 9,540 9,542 5,769 1,992 5,588 29,007 18,819 10,931 10,867 6,246 7,175 6,601 3,668 10,149 6,076 3,977 56,851 4,030 26,394 10,093 4,676 49,041 54,040 1,889,232 26,326 20,097 105,129 29,594 63,085 33,786 20,748 66,699 51,724 24,132 33,010 26,444 4,849,638
Appendix 4.1 Traffic Survey methodology and Survey Results
Traffic Volume counts

Two types of traffic volume counts are conducted for the study. They are: (1) Screen line counts and (2) Outer cordon point counts. The locations, methodology, data analysis are described below. Screen Line Counts These surveys are conducted at identified screen line locations for 12 hours duration at some locations and 24 hours at some locations on a normal working day. The data is used for validation of travel demand forecasting model. There are 2 screen lines identified for the study. They are; Screen line 1: Railway line from Mumbai to Solapur Screen line 2: Mula-Mutha River
Screen Line-1 passes through the heart of the city connecting all the important areas like CBD, major commercial and residential areas. There are 10 mid block classified volume count locations across this screen line. Screen Line-2, the Mula Mutha River gives the information regarding the traffic entering the city from the western and northern part of Pune city. There are 17 mid block classified volume count locations across this screen line. Screen line survey location list is given in Table 1 and in Figure 1.
Figure 1: Screen line survey locations
Sl. No. 1 2 3 4 5 6 7 8 9 10 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17
Table 1: List of Screen Line Count Locations Location Screen line 1 Railway line from Mumbai to Solapur RUB at Aundh Road Level crossing at Ghorpadi Road RUB near Harries Bridge RUB at Joshi Road ROB near Alankar Theatre ROB near Koregaon Park RUB at Range hill Road RUB near Railway Station ROB near Sancheti Hospital ROB near Wadia College Screen line 2 Mula - Mutha River Warje Bridge Raja Ram Bridge Mhatre Bridge S.M. Joshi Bridge Dengale Bridge Sambhaji Bridge Sangam Bridge Bridge near Sanjeevani Hospital Shinde Bridge Shivaji Bridge Tilak Bridge Z- Bridge Bridge at Ambedkar Road Godzill Bridge Yerwada Bridge Bridge on Kalyani Road Bridge on Mundhwa Road
Outer Cordon Point Counts
Traffic count surveys are also conducted at the identified outer cordon points for 24 hrs duration to establish the peak to daily flow ratios. The list of the cordon count survey locations are given in the Table 2 and also in Figure 2.
Figure 2: Outer Cordon Points Survey Locations
Methodology Manual traffic counts were carried out on a typical working day at all locations listed above. At each identified station, both directional counts was carried out by vehicle type i.e. cars, jeeps, vans, buses, trucks, MAVs, LCVs tractors, motorized two wheelers and three wheelers, and other slow moving vehicles. Data Entry and Analysis The traffic data collected from the field was scrutinized and processed. The Passenger Car Unit (PCU) value recommended by Indian Roads Congress (IRC) for urban roads was used in the analysis. All results are presented in tabular and pie chart forms for each count station.
Roadside Interview Surveys

The main objective of the survey is to derive the passenger and freight travel pattern by road. These surveys are aimed at analyzing the movement within different sub areas of the city, also between the study area and other parts of the State and the Country.
Conduct of the Survey The survey was carried out at all outer cordon points listed in Table 2 for 24 hours along with the classified traffic counts. Interviews were carried out on a sample basis on a typical working day by stopping the vehicles with the help of police. Classified volume counts carried out along with the interviews were used to calculate expansion factors. The information was collected by trained enumerators and experienced supervisors, the data collected include origin and destination of trip, occupancy, trip purpose and in the case of goods vehicles their commodity type and approximate distance between origin and destination.
Table 2: List of Inner and Outer Cordon Points Sl. No. 1 2 3 4 5 6 7 8 9 10 Road Name Satara Road Alandi Road Old NH4 NH4 Kondhave Road Mumbai Pune Expressway Nagar Road Pirangut Road Saswad Road Solapur Road Outer Cordon points Toll Plaza Dighi Pimple Nilakh Kasarwadi Kondhave Budarch Wakad Hadapser Bypass Bhukan Toll Plaza Toll Plaza
Data Entry and Analysis The collected data was coded and processed to eliminate all illogical data and entry errors. The data was processed and expanded to total traffic using the expansion factors for each vehicle type. Desire line diagrams was prepared for passenger and goods vehicles separately, which would represent the major traffic movements in the city and help the planners to identify and conceive transport schemes to cater to such demand.
Road Network Inventory

Road network inventory was aimed at updating the network database with the existing features of roadway sections. Conduct of the Survey A detailed reconnaissance undertaken, a field inventory of the road network in the study area was carried out. For all the major road sections in the city, a full-scale inventory surveys was undertaken to create a road network database. Inventories of the following facilities were undertaken as part of the task. Road Network Section length
Effective Road width Median width and type Quality of riding surface Adjoining Land use and available Access control Intersection Facilities Pedestrian Facilities Parking Facilities
Traffic Control Measures A team of two enumerators traversed the road network with the datasheet to record the road network details listed above. Data Entry and Analysis The road network attribute data collected from the field was integrated with the network database. The database is used in developing the base year network facilitating both qualitative and quantitative evaluation of the present sufficiency of road networks vis--vis existing standards and usage pattern.
Speed and Delay Surveys

The principle objective of the study is to find out the journey speed, running speed and types of delay such as stopped delay and operational delay to evaluate the level of service or quality of traffic flow of a road or entire road network system. In relation to the model, the purpose of this survey is dual Journey speeds are used for validation and delay at junctions/level crossings for developing delay function. Conduct of the Survey The survey was conducted using moving car observer method. The survey vehicle was moved in stream of the traffic at the speed as of other traffic during different times of the day in both peak and off peak times. The enumerators traveled along the stream by noting down the time of stop of the vehicle on the road stretches, at intersections and the reasons for the same. This data is used to evaluate congestion levels in the influence area with and without the improvement measures. The data was also used in developing the speed flow relationships which is used in building the Transport Model and to validate journey speeds predicted by the transport model. The survey was conducted along the important corridors/ roads within city and as well as outside the city.
On Street Parking Surveys
The survey was carried out to assess the existing facilities present, demand for parking and characteristics of the parked vehicles. The survey was conducted for a period of 12 hours covering peak period on important commercial areas where parking is predominant and is needed to plan facilities.
Conduct of the Survey On street parking surveys were carried out on all important locations in the city with predominant parking. Enumerators were asked to note the vehicle type and registration number of parked vehicles every 30 minutes. Parking inventory such as length of parking stretch, type of parking, availability of signs/markings, associated parking fees (if any), etc. Data Entry and Analysis The parking data collected from the field was processed using the appropriate analysis tools. The results are presented in tabular and pie chart forms for each location.
Pedestrian Crossing Count Surveys

The aim of the study is to provide facilities for the pedestrians who are the vulnerable road users and to access the need for grade separate facility at locations with heavy pedestrian crossing. Conduct of the Survey A count of pedestrians crossing the road was duly recorded over a twelve hour period covering both the morning and evening peak periods. The pedestrian count locations are given in Table 3.
Table 3: Pedestrian Count Survey locations Sl. No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 Location Ahilya Devi Chowk Alka Cinema Talkies Chowk Ambedkar Chowk Appa Balawant Chowk Balgandharva Chowk Belbagh Chowk Dandekar Chowk Engineering College Chowk Fathima Nagar Junction Golibar Chowk Goltekdi Chowk Hadapser Bypass Jahangir Chowk Kandooji Baba Chowk Kumbarwes Chowk Laxmi Narayan Chowk
Sl. No. 17 18 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30. 31. 32. 33. 34. 35. 36. 37. 38. 39. 40. 41.
Location Lal Deval Chowk Limbharaj Maharaj Chowk Maldhakka Chowk Mitra Mandal Chowk Nal stop Junction Puram Chowk Sant Kabir Chowk Sena dutta Chowk Near Court at Ambedkar Road Near Chitle Bhandhu at Baji rao Road Near Collector office At First Gate on F.C Road Near University chowk at Ganeshkhind Road Near Market at Jawaharlal Nehru Road At Juna Bazaar Khelkar Road Kumtekar Road near Shivaji Road junction Laxmi Road Lal Bahadur Sastri Road M.G. Road near Arora Towers Motilal Road near Le Meridian Hotel Senapathi Bapat Road near University chowk Shivaji Road near Shiv Mandhir Station Road near Central Building Tilak Road
Household Travel Surveys

The objective of the survey is to establish travel characteristics of the residents of household and the general characteristics of the household influencing trip making.
Conduct of the Survey The survey questionnaire comprises of three sections, a) Socio-economic datasheet, b) Household member characteristic datasheet, and c) the travel diary of each individual member of the household. The travel diary section requests information for all trips made by each person in the household for the previous day. This information includes the time of the trip, the trip purpose, the address of the trip starting, ending place and the mode of travel. The respondents also are given a set of stated preference questions to provide additional detail about their mode choice preferences across a range of travel conditions. A complete household survey script is developed for client review. Approved script is used to develop the survey instruments. While the interviewers are trained in the details of how to collect the survey data, the forms are designed to be self-explanatory and to minimize the chances of miscoding or omitting data. The respondents are explained about the purpose of the study and interview before interviewing them. Data Analysis The household travel survey sample data thus collected is expanded to represent the entire population. A by-proportional fitting method is used to correct the socio-demographic characteristics of the sample to the known distributions in the 2001 Census. Corrections for non-response will be developed based on the data on the number of contacts needed to generate a household response. Imputation methods that preserve the distribution of missing data elements is used wherever appropriate to fill in important pieces of missing information in the survey responses. The household survey is used to estimate mode splits and mode choice model parameters. The trip diary information provides descriptive information about current mode choices. Combined with network information about available mode options, this information can also be used as revealed preference data to estimate parameters of a mode choice model. The outputs from the survey include Household trip rates for different sub areas in the region and average trip rate for the region. Detailed origin/destination trip matrix by mode and by purpose Trip length distributions, by trip purpose and by mode
Off Street - Parking Surveys

The principal objective of the study is to assess the demand for parking and characteristics of the parked vehicles. Conduct of the Survey Off street parking surveys will be carried out on all important off street parking locations with work centers, business centers, shopping complexes and tourist places. Enumerators are asked to note the vehicle type
and registration number of vehicles entering and exiting the off street parking facility for every fifteen minutes. Information will also be collected on associated parking fees (if any). Data Entry and Analysis The parking data collected from the field will be processed using the appropriate analysis tools. The results will be presented in tabular and pie chart forms for each location.
Bus Passenger/ Terminals Survey

The Principal objective of the study is to evaluate the percentage of people using the public transport and to identify the characteristics of the intra city travelers using the public transport system for validation of the subsequent urban transport model. The outputs from the survey include The travel & traffic characteristics of the intra city travelers. Public transport trip matrix and the existing demand and supply scenarios
IPT Survey
The Principal objective of the study is to evaluate the percentage of people using the public transport and to identify the characteristics of the inter city travelers using the Intermediate public transport system. The outputs from the survey include The travel & traffic characteristics of the inter city travelers. The existing demand and supply scenarios
NMT Survey
The Principal objective of the study is to evaluate the percentage of people using the Non-Motorised Traffic (NMT) and to identify the characteristics of NMT users. The outputs from the survey include The travel & traffic characteristics of NMT users
Traffic Demand Analysis

Classified Volume Counts
The analysis of the directional classified traffic volume counts observed at various count locations has been carried out to work out the following traffic characteristics:
Traffic composition Hourly variation and Directional distribution
The various vehicle types having different sizes and characteristics were converted into equivalent passenger car units. The Passenger Car Unit (PCU) factors recommended by Indian Road Congress in Guidelines for Capacity of Urban Roads in Plain Areas (IRC-106-1990) have been used for conversion, and are presented in Table 4.
Table 4: PCU Factors Adopted for Study
Fast Moving Vehicles

Car & Van Mini Bus Standard Bus LCV Truck MAV Two Wheeler Auto
(Source: IRC 106-1990)
PCU
1.0 1.5 2.2 1.4 2.2 4.0 0.75 2.0
Slow Moving Vehicles

Agricultural Tractor & Trailer Cycle Cycle Rickshaw Carts
PCU
4.0 0.5 2.0 8.0
Table 5: Screen line locations Sl. No. 1 2 Screen Line Screen line 1: Railway Line from Mumbai to Solapur Screen line 2: Mula Mutha River Total No. of Locations 10 17 27
Screen Line 1: Ten locations were identified for midblock CVC across screen line-1, which included all the important roads crossing the screen line-1 of the Pune city. Table 6 presents the summary of data that was collected across the screen line both for peak hour and total volume count (12 hrs) in volume and PCUs.
Table 6: Summary of CVC collected across Screen line-1
Sl. No.
1 2 3 4 5
Location
RUB near Harries Bridge RUB at Aundh Road RUB at Range hill Road RUB at Joshi Road ROB near Sancheti Hospital
Time
17.00-18.00 10.00-11.00 16.00-17.00 18.00-19.00 19.00-20.00
Peak Hour Vehicles

3,247 3,762 1,693 3,298 6,600
PCUs
3,446 3,871 1,683 3,045 6,964
Total (12 Hours) Vehicles PCUs

26,333 28,676 16,414 31,004 72,761* 27,882 32,263 14,900 29,007 81,732*
10
6 7 8 9 10
RUB near Railway Station ROB near Alankar Theatre ROB at Wadia college ROB near Koregaon Park Level crossing at Ghorpadi Road
18.00-19.00 18.00-19.00 11.00-12.00 18.00-19.00 16.00-17.00
8,230 6,669 4,634 13,455 2,751
9,269 6,703 5,995 12,476 3,828
58,815 50,923 44,423 79,002 25,804
66,260 52,883 50,448 76,073 30,482
Note: The numbers with * indicates that the count is for 24 hours
Koregaon Park is close to Railway station, and Pune Cantonment area is the busiest of all the locations with about 79,002 vehicles accounting for 76,073 PCUs during 12 hour volume count and second in the race is RUB near Railway Station, caters traffic of 58,815 vehicles accounting for 66,260 PCUs. Both the count locations are close to the heart of the city and Railway station. ROB near Alankar Theatre, Wadia college ROB, and RUB at Joshi Road caters traffic of 50,923 vehicles (52,883 PCUs), 44,423 vehicles (50,448 PCUs) and 31,004 vehicles (29,007 PCUs) respectively. These three roads are the roads coming inside the CBD area and close to Railway station. Location wise details are presented below. ROB near Koregaon Park: The peak hour traffic composition is shown in Figure 3 depicts that majority of the share is taken by two wheelers which shared 58% of the total share. Auto, car and van shared 19%, 12% and 3% respectively. Overall passenger vehicles shared 94% of the total traffic, Goods vehicle and other vehicles shared 5% and 1% respectively. The peak hour traffic volume at this location is 13,455 vehicles and 12,476 PCUs between 18.00 and 19.00.
MAV 1% Truck 1% Auto rickshaw 19%
LCV 3%
SMV 1%
Buses Mini Bus 1% 1% Van 3% Cars 12%
Two wheeler 58%
Figure 3: Peak Hour Traffic Composition at ROB near Koregaon Park
The hourly variation of traffic in terms of PCUs is shown in Figure 4. The directional distribution analysis depicts that the traffic is distributed in the ratio of 44%: 56% from Yerwada to Hadapser and vice versa.
11
Hourly Variation of Traffic in PCU

14000 12000 10000 8000 6000 4000 2000 0
Tra ffic in PC U
08.00 - 09.00
09.00 - 10.00
10.00 - 11.00
11.00 - 1200
12.00 - 13.00
13.00 - 14.00
14.00 - 15.00
15.00 - 16.00
16.00 - 17.00
17.00 - 18.00
18.00 - 19.00
Hours
19.00 - 20.00
Figu
re 4: Hourly variation of Traffic at ROB near Koregaon Park
RUB near Railway station: The peak hour traffic composition is shown in Figure 5 depicts that majority of the share is taken by two wheelers which shared 35% of the total share. Auto, car and van shared 30%, 13% and 5% respectively. Overall passenger vehicles shared 88% of the total traffic, Goods vehicles shared 12%. The peak hour traffic volume at this location is 8,230 vehicles and 9,269 PCUs between 18.00 and 19.00.
LCV 5%
SMV 0%
Buses 4% Mini Bus 1% Cars 13%
Van 5%
Two wheeler 35%
Figure 5: Peak Hour Traffic Compositions at RUB near Railway station
The hourly variation of traffic in terms of PCUs is shown in Figure 6. The directional distribution analysis depicts that the traffic is distributed in the ratio of 53%: 47% from RTO to Station and vice versa.
10000
Traffic in PC U
8000 6000 4000 2000 0 08.00 - 09.00 09.00 - 10.00 10.00 - 11.00 11.00 - 1200 12.00 - 13.00 13.00 - 14.00 14.00 - 15.00 15.00 - 16.00 16.00 - 17.00 17.00 - 18.00 18.00 - 19.00 19.00 - 20.00
Hours
Figure 6: Hourly variation of Traffic at RUB near Railway Station
12
ROB near Alankar Theatre: The peak hour traffic composition is shown in figure 7 depicts that majority of the share is taken by two wheelers which shared 46% of the total share. Auto, car and buses shared 21%, 13% and 12% MAV SMV Buses LCV Truck 0% 2% respectively. Overall passenger vehicles 3% 12% Mini Bus 0% shared 95% of the total traffic and other 0% Auto rickshaw vehicle shared 5%. The peak hour traffic Van 21% volume at this location is 6,669 vehicles and 3% Cars 6,703 PCUs between 18.00 and 19.00. The 13% Two hourly variation of traffic in terms of PCUs is wheeler 46% shown in Figure 8.
Figure 7: Peak Hour Traffic Composition at ROB near Alankar Theatre
The directional distribution analysis depicts that the traffic is distributed in the ratio of 59%: 41% from Sadhuwaswani Chowk to Jahangir Hospital and vice versa.
8000 7000 6000 5000 4000 3000 2000 1000 0
T ffic in P U ra C
0 .0 - 0 8 0 9.00
0 .0 - 1 9 0 0.00
1 .0 - 1 0 0 1.00
11 0 - 1 00 .0 2
1 .0 - 1 2 0 3.00
1 .0 - 1 3 0 4.00
1 .0 - 1 4 0 5.00
1 .0 - 1 5 0 6.00
1 .0 - 1 6 0 7.00
1 .0 - 1 7 0 8.00
1 .0 - 1 8 0 9.00
Hours
Figure 8: Hourly variation of Traffic at ROB near Alankar Theatre
ROB near Wadia College: The peak hour traffic composition is shown in Figure 9 depicts that majority of the share is taken by two wheelers which shared 29% of the total share. Auto and car shared 28% and 10% respectively. Overall passenger vehicles shared 68% of the total traffic. Goods Vehicle and other vehicle shared 31% and 1% respectively. The peak hour traffic volume at this location is 4,634 vehicles and 5,995 PCUs between 11.00 and 12.00. The hourly variation of traffic in terms of PCUs is shown in Figure 10.
MAV 15% Truck 11% Auto rickshaw 28% LCV 5% SMV 1% Van 1% Cars 10% Two wheeler 29%
Figure 9: Peak Hour Traffic Composition at ROB near Wadia College
13
1 .0 - 2 9 0 0.00
The directional distribution analysis depicts that the traffic is distributed in the ratio of 48:52 from Council hall to Bund Garden and vice versa respectively.
7000 6000 5000 4000 3000 2000 1000 0
Traffic in PC U
08.00 - 09.00
09.00 - 10.00
10.00 - 11.00
12.00 - 13.00
13.00 - 14.00
14.00 - 15.00
15.00 - 16.00
16.00 - 17.00
17.00 - 18.00
18.00 - 19.00
Van 3%
Hours
Figure 10: Hourly variation of Traffic at ROB near Wadia College
RUB at Joshi Road: The peak hour traffic composition is shown in Figure 11 depicts that majority of the share is taken by two wheelers which shared 55% of the total share. Auto and car shared 26%, and 9% respectively. Overall passenger vehicles shared 93% of the total traffic. Goods Vehicles shared 4%. The peak hour traffic volume at this location is 3,298 vehicles and 3,045 PCUs between 18.00 and 19.00. The hourly variation of traffic in terms of PCUs is shown in Figure 12.
LCV 4% Auto rickshaw 26%
SMV 3%
Two wheeler 55%
Figure 11: Peak Hour Traffic Composition at RUB at Joshi Road
The directional distribution analysis depicts that the traffic is distributed in the ratio of 49%:51% from Agriculture College to Waredwadi and vice versa respectively.
14
19.00 - 20.00
Cars 9%
11.00 - 1200

4000
Traffic in PC U
3000 2000 1000 08.00 - 09.00 09.00 - 10.00 10.00 - 11.00 12.00 - 13.00 13.00 - 14.00 14.00 - 15.00 15.00 - 16.00 16.00 - 17.00 17.00 - 18.00 18.00 - 19.00 19.00 - 20.00 11.00 - 1200 0
Hours
Figure 12: Hourly variation of Traffic at RUB at Joshi Road
Screen Line 2: Seventeen locations had been identified for midblock CVC across screen line-2, which included all the major arterial and other important roads crossing the screen line-2. Table 8 presents the summary of data that was collected across the screen line both for peak hour and total volume count (24 hrs) in volume and PCUs.
Table 8: Summary of CVC collected across Screen line-2
Sl. No .
1 2 3 4 5 6 7 8 9 10 11 12 13
Warje Bridge
Peak Hour Location Time

17.00-18.00 10.00-11.00 18.00-19.00 11.00-12.00 10.00-11.00 11.00-12.00 18.00-19.00 10.00-11.00 10.00-11.00 18.00-19.00 18.00-19.00 18.00-19.00 19.00-20.00
Vehicles
2,875 7,830 10,262 4,302 3,004 5,042 2,574 3,928 2,213 4,986 7,470 7,819 6,000
PCUs
3,359 6,155 8,807 3,491 2,623 7,743 1,925 3,503 2,162 4,484 8,131 8,288 7,431
Total (12 Hours) Vehicle PCUs s

47,448* 56,323 75,331 35,015 24,079 35,960 17,912 34,140 20,794 39,594 61,385 71,262 52,802 58,533* 46,097 64,850 28,734 21,592 53,310 13,362 2,744 20,974 37,558 65,576 73,947 56,096
Raja ram Bridge Mathre Bridge S.M.Joshi Bridge Near Sanjeevani Hospital Sambhaji Bridge Godzil Bridge(TW only) Z- Bridge Tilak Bridge Shinde Bridge Shivaji Bridge Dengale Bridge Ambedkar Bridge
15
Sl. No .
14 15 16 17
Peak Hour Location

Yerwada Bridge Kalyani Bridge Khardi Bridge Sangam Bridge
Time
18.00-19.00 19.00-20.00 10.00 11.00 19.00 20.00
Vehicles
14,240 6,128 4,791 16,012
PCUs
14,314 6,012 4,307 16,888
Total (12 Hours) Vehicle PCUs s

1,25,096 61,887 41,629 1,10,066 1,31,431 55,457 40,043 1,22,205
Yerwada Bridge with about 1, 25,096 vehicles, Sangam Bridge with 1, 10,066 vehicles and Dengale Bridge with 71,262 vehicles are the three busiest bridges along this screen lines. Yerwada Bridge: Yerwada Bridge is the major screen line providing access to Nagar road, Airport. The entire Nagar road bound traffic from various places has to use this road to reach Pune city and as such the traffic on the road is considerable. The peak hour traffic composition is shown in Figure 13 depicts that majority of the share is taken by two wheelers which shared 45% of the total share. Auto, car and buses shared 21%, 15% and 7% respectively. Overall passenger vehicles shared 90% of the total traffic.
Vehicle Classification in PCU
Truck 2% Auto rickshaw 21%
MAV 2%
LCV 4%
SMV 2%
Buses 6% Mini Bus 1% Van 2% Cars 15% Two wheeler 45%
Figure 13: Peak Hour Traffic Composition at Yerwada Bridge
Goods Vehicles and slow moving vehicles shared 8% and 2% respectively. The peak hour traffic volume at this location is 14,240 vehicles and 14,314 PCUs between 18.00 and 19.00. The hourly variation of traffic in terms of PCUs is shown in Figure 14. The directional distribution analysis depicts that the traffic is distributed in the ratio of 46% to 54% from Pune city to Nagar road and vice versa respectively.
16
08.00 - 09.00
09.00 - 10.00
10.00 - 11.00
12.00 - 13.00
13.00 - 14.00
14.00 - 15.00
15.00 - 16.00
16.00 - 17.00
17.00 - 18.00
18.00 - 19.00
Hours
Figure 14: Hourly variation of Traffic at Yerwada Bridge
Sangam Bridge: Sangam Bridge is the most important screen line location for Shivaji Nagar and Bund garden bound traffic. Due to the presence of prestigious institutions such as Pune engineering college and Wadia College etc, on Sangam Bridge, the traffic on this road is high. The peak hour traffic composition is shown in Figure 15 depicts that majority of the share is taken by two wheelers which shared 41% of the total share. Auto, car and buses shared 14%, 19% and 12% respectively. Overall passenger vehicles shared 87% of the total traffic. Goods Vehicle and other vehicle shared 12% and 1% respectively. The peak hour traffic volume at this location is 16,012 vehicles and 16,888 PCUs between 19.00 and 20.00. The hourly variation of traffic in terms of PCUs is shown in Figure 16.
LCV 2%
SMV Buses 1% 10%
Mini Bus 2% Van 1% Cars 19%
Two wheeler 41%
Figure 15: Peak Hour Traffic Compositions at Sangam Bridge
The directional distribution analysis depicts that the traffic is distributed in the ratio of 60 to 40 from Bund garden to Sancheti and vice versa respectively.
17
19.00 - 20.00
11.00 - 1200
16000 14000 12000 10000 8000 6000 4000 2000 0
Traffic in PC U
18000 16000 14000 12000 10000 8000 6000 4000 2000 0 08.00 - 09.00 09.00 - 10.00 10.00 - 11.00 11.00 - 1200 12.00 - 13.00 13.00 - 14.00 14.00 - 15.00 15.00 - 16.00 16.00 - 17.00 17.00 - 18.00 18.00 - 19.00
Buses 11%
Traffic in PCU
Hours
Figure 16: Hourly variation of Traffic at Sangam Bridge
Dengale Bridge: Dengale Bridge is an important screen line location connecting Shivaji Nagar and Pune Municipal Corporation with Railway station area. The peak hour traffic composition is shown in Figure 17 depicts that majority of the share is taken by two wheelers which shared 44% of the total share. Auto, car and buses shared 30%, 8% and 11% respectively. Overall passenger vehicles shared 93% of the total traffic. Goods Vehicle and other vehicle shared 5% and 2% respectively. The peak hour traffic volume at this location is 7,819 vehicles and 8,288 PCUs between 18.00 and 19.00. The hourly variation of traffic in terms of PCUs is shown in Figure 18.
LCV 1%
SMV 2%
Cars 8%
Two wheeler 44%
Figure 17 Peak Hour Traffic Compositions at Dengale Bridge
The directional distribution analysis depicts that the traffic is distributed in the ratio of 35 to 65 from Kumberwada to Shivaji court and vice versa respectively.
18
19.00 - 20.00

9000 8000 7000 6000 5000 4000 3000 2000 1000 0
Traffic in PC U
08.00 - 09.00
09.00 - 10.00
10.00 - 11.00
12.00 - 13.00
13.00 - 14.00
14.00 - 15.00
15.00 - 16.00
16.00 - 17.00
17.00 - 18.00
18.00 - 19.00
Hours
Figure 18: Hourly variation of Traffic at Dengale Bridge
Outer cordon locations

Kasarwadi: The peak hour traffic composition is shown in figure 19 depicts that majority of the share is taken by Two wheelers, cars and buses which shared 38%, 11% & 21% of the total share. Auto and Trucks shared 7% and 5% respectively.
Truck 5% Auto rickshaw 7%
MAV 4%
LCV 5%
SMV 1%
Buses 21%
Mini Bus 6% Van 2% Cars 11%
Two wheeler 38%
Figure 19 Peak Hour Traffic Compositions at Kasarwadi
Overall passenger vehicles shared 85% of the total traffic and goods Vehicle shared 14%, comparatively the goods traffic is very compared to all other locations. The peak hour traffic volume at this location is 10,284 vehicles and 11,150 PCUs between 18.00 and 19.00. The directional distribution analysis depicts that the entering/exiting traffic is distributed in the ratio of 53 to 47 respectively. Near Hadapser Bypass: The peak hour traffic composition is shown in Figure 20 depicts that majority of the share is taken by Trucks which shared 40% of the total share. Cars, auto, two wheeler and buses shared 17%, 5%, 13% and 9% respectively. Overall passenger vehicles shared 44% of the total traffic,
19
19.00 - 20.00
11.00 - 1200
goods Vehicle shared 55% and other vehicles shared 1% of the total traffic. The peak hour traffic volume at this location is 6,255 vehicles and 9,806 PCUs between 18.00 and 19.00. The directional distribution analysis shows that the exit/entering traffic is distributed in the ratio of 41 to 59.
MAV 9% Truck 40%
LCV 6%
SMV 1%
Buses Mini Bus 3% 4% Van 2% Cars 17% Two wheeler 13%
Auto rickshaw 5%
Figure 20: Peak Hour Traffic Composition near Hadapser Bypass
From the analysis of volume counts across the outer cordon, it is evident that the majority of the traffic is two-wheelers which shared about 40 % the total traffic. Cars and Auto shared 19% and 6% respectively. Overall 77% of the traffic is Passenger vehicles, goods vehicles shared about 20% and slow moving vehicles shared 3% of the total traffic.
20
Appendix 4.2 Inventory Details
Appendix 4.2: Ineventory Details

Foot Path Provision Sl No.
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 Aundh road Baner chowk Pashan road Old mumbai pune road Ghorpuri junction Dhanori road Urali devachi road Fursungi road Saswad road Airport road Loop road Kadki cantonment Mangaldas road -(Koregoan road to Railway station) Mirza road Kondwa road East avenue road Pune cant Parallel road Bhandarkar road Lakaki road Shivaji road Bibiwadi to Railway Station Tanajiwadi Road Ghole road Alandi Road Boat club Road Parvath villa Road Tanajiwadi Road Mahthre Bridge Koregaon Road Mumbai Pune Bye pass Mumndhwa (Magarpatta city) Lohegaon Road Swami Vivekananda Road North Road Ambedkar Road Pashan NDA Paud Road Karve Road Mahthre bridge (Intersection) Warje Road Senapathi bapad road Range hill Road Park Road IT Road Pune cant Parallel road1 Pune cant Parallel road2
% Footpath P / UP LHS 14%

P P P P 100% 30% 85% 100% 0% 0% 0% 0% 0% 0% 100% P P P P P P 100% 100% 13% 46% 0% 100% 100% 100% 100% 100% 95% 39% 95% 100% 59% 100% 100% 0% 79% 0% P P P UP UP P UP P P P P 100% 100% 100% 0% 100% 100% 23% 85% 100% 100% 0% 100% 0% 0%
Road Name
Total Section Length (mtrs) 12100

7600 14200 6200 2800 4100 11600 3000 2200 1300 5400 3100 4600 1200 3000 4800 2100 1200 700 2000 4000 5200 1900 5600 3900 1900 4600 1700 3200 16800 7700 7500 3100 3200 2500 8500 4400 1300 1300 6800 3800 3900 1500 900 1000 200
LHS YES
YES YES YES YES NO NO NO NO NO NO YES YES YES YES YES NO YES YES YES YES YES YES YES YES YES YES YES YES NO YES NO YES YES YES NO YES YES YES YES YES YES NO YES NO NO
P / UP P
P P P P
RHS NO
YES YES YES YES NO NO NO NO NO NO
RHS 0%
100% 30% 100% 100% 0% 0% 0% 0% 0% 0% 0% 75% 100% 0% 46% 0% 100% 100% 75% 83% 100% 95% 48% 95% 0% 59% 100% 100% 100% 21% 0% 100% 100% 100% 100% 100% 100% 77% 85% 100% 100% 0% 100% 0% 0%
65% P & 35% UP P P P P P P P 75% P & 25% UP P P P P UP P P P P P P P 59% P & 41% UP P P P P P P
NO YES YES NO YES NO YES YES YES YES YES YES YES YES NO YES YES YES YES YES NO YES YES YES YES YES YES YES YES YES YES NO YES NO NO 22% Paved & 37% UP P P UP UP
68% P & 15% UP P P 12% P & 36% UP UP
Appendix 5.1 Past reports Recommendations
Appendix 6.1 Generalized Cost
Annexure 6.1
Generalized Cost
The Vehicle operating cost (VoC) and Value of travel time (VoT) are estimated as follows: Vehicle Operating Cost (Rs./Km) for personal modes: The values are estimated based on Road User Cost Study (RUCS) - 2001, by Dr. Kadiyali which is widely used for similar projects in India. The VoC has two components, namely, fuel cost and other costs, in which the fuel cost constitutes the major component. The inputs that are required for estimating VoC are: Price of selected (popular) models, by vehicle type Tyre prices Fuel cost including oil price Crew cost (wages of Drivers / Assistants), etc
These inputs pertaining to Pune has been collected through secondary survey. Using these inputs in the RUCS model and applying appropriate congestion factor to reflect the peak hour traffic condition during peak hours, VoC (Rs./Km.) estimated for various modes are for Car- 6.5, for Two Wheelers - 1.9 and for Auto Rickshaw - 3.7. The trend in fuel price in India for past 15 years shown that fuel price is increasing almost at inflation level (5%). But in real terms, considering the improved engine efficiency, VoC is assumed to reduce at 1% per annum in the future. Value of Travel Time (VoT- Rs. / Min.): The average income of full-time employed people in the study region was computed from published macroeconomic and demographic data. Based on these data, VoT (Rs/min.) has been worked out as for Bus - 0.30, for Car- 0.72, for Two Wheeler 0.42, and Auto rickshaw- 0.43. There will be increase in VoT due to increase in income, changes in working hours and increase in the relative utility of the time spent on working. Average trip distance increases over years and this affects Value of travel time. It is assumed that VoT will grow at 1% on inflation /annum. The fare taken for various modes of transport is presented in Table 1. It is assumed that public transport fare and auto rickshaw fare will increase @ 2 % per annum. Table 1 Current Fare for various modes Mode Bus Auto rickshaw Min. Fare (Rs.) Initial board fare : 3.0 Initial Board fare: 8.0 Additional Rs. 1 .0 per Km 6.0 per km

Pune Municipal Corporation - 2008 - Comprehensive Mobility Plan For Pune City

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Pune Municipal Corporation - 2008 - Comprehensive Mobility Plan For Pune City

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Comprehensive Mobility Plan for Pune City

Pune Muncipal Corporation

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4. Existing Urban Transport System

Comprehensive Mobility Plan for Pune City

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7. Vision for Pune City

8. Mobility Plan Elements

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9. Mobility Plan Investment Program

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Comprehensive Mobility Plan for Pune City

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8-23 8-24 8-26 8-28 8-31 8-34 8-35 8-37 9-7

Comprehensive Mobility Plan for Pune City

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Comprehensive Mobility Plan for Pune City