Professional Documents
Culture Documents
FINAL REPORT
JANUARY 2020
(A Government of India Enterprise)
TABLE OF CONTENTS
Comprehensive Mobility Plan for Jammu
Final CMP Table of Contents
TABLE OF CONTENTS
EXECUTIVE SUMMARY
1. INTRODUCTION
1.1. SUSTAINABLE MOBILITY PRINCIPLES .............................................................................1-2
1.2. IMPACT OF REGIONAL/NATIONAL FRAMEWORK ..........................................................1-2
1.3. NATIONAL URBAN TRANSPORT POLICY.........................................................................1-3
1.4. DELINEATION OF PLANNING AREA (STUDY AREA) .........................................................1-5
1.5. VISION AND OBJECTIVES OF MOBILITY PLAN ................................................................1-6
1.6. REVIEW OF AVAILABLE RESOURCES ..............................................................................1-6
1.7. APPROACH AND METHODOLOGY ............................................................................... 1-11
1.8. COMPOSITION OF REPORT ......................................................................................... 1-24
5. IMPLEMENTATION PLAN
5.1. PREPARATION OF IMPLEMENTATION PROGRAM ..........................................................5-1
5.2. PRIORITIZATION OF SUB-PROJECTS...............................................................................5-2
5.3. FUNDING OF PROJECTS & MONITORING OF CMP .........................................................5-2
5.4. ACTION PLAN AND BUDGET PLAN.................................................................................5-8
LIST OF FIGURES
FIGURE 1.1: REGIONAL TRANSPORT CONNECTIVITY OF JAMMU ...............................................1-3
FIGURE 1.2: STUDY AREA - JAMMU MASTER PLAN AREA, 2032 ...............................................1-5
FIGURE 1.3: PROPOSED PUBLIC TRANSPORT INFRASTRCUTURE PROPOSALS ............................1-8
FIGURE 1.4: METHODOLOGY FLOW CHART FOR CMP ............................................................. 1-13
FIGURE 1.5: FOUR BROAD STRATEGIES AND ACCOMPANYING POLICIES USED FOR
SUSTAINABLE SCENARIOS ........................................................................................... 1-19
LIST OF TABLES
TABLE 1.1: PROPOSED MONORAIL CORRIDORS IN CMP, 2014 ..................................................1-9
TABLE 3.15 MODAL SHARE IN PUBLIC TRANSPORT SCENARIO - 2044 ..................................... 3-38
TABLE 3.16 MODAL SHARE IN NMT SCENARIO-2044 .............................................................. 3-41
TABLE 3.17 FUEL MIX SHARES FOR DIFFERENT SCENARIOS..................................................... 3-42
TABLE 3.18 DAILY FUEL CONSUMPTION FOR VARIOUS SCENARIOS (2044) ............................. 3-42
TABLE 3.19DAILY CO2 EMISSIONS FOR VARIOUS SCENARIOS FOR YEAR 2044 ........................ 3-44
TABLE 3.20 DAILY EMISSIONS OF OTHER POLLUTANTS ........................................................... 3-44
TABLE 3.21 COMPARATIVE ANALYSIS BETWEEN DIFFERENT SCENARIOS (2044) ..................... 3-46
Executive Summary
0.1. INTRODUCTION
Jammu, the winter capital of J&K is located in the northern part of India. It lies about
600 km to the north-west of Delhi and about 290 km to the south of Srinagar. It is
inhabited along the Tawi River which flows from east to west direction and divides
the city in two parts. It has a distinct image due to its heritage, location and linkages.
The city is famous for its heritage and culture and has many historic places like
Mubarak Mandi, Purani Mandi, Rani park, Amar Mahal, Bahu Fort, Raghunath
temple, Ranbireshwar temple, Peer Meetha etc. The city also receives a large
number of tourists going to Mata Vaishno Devi shrine throughout the year.
The population of Jammu City grew from 1.6 lakh in 1971 to 5.1 lakh in 2011 and
population of Planning area was 12.8 lakh in 2011. The Study area population in
2019 is about 14.9 Lakh.
The Jammu Revised Master Plan – 2032 area i.e. geographic area within jurisdiction
of Jammu Municipal Corporation (JMC), Jammu Cantonment Board, Bari Brahmana,
Nagrota, Vijaypur, Bishna and intervening villages is taken as study area. The Study
area is spread over an area of about 652 sq.km including the Jammu Municipal
Corporation area of 112 sq. km (Figure 0.1).
The vision of the CMP is to achieve safe, efficient, reliable and seamless mobility of
people and goods in Jammu city and to make it a model city. The objectives of CMP
are:
To optimize the “mobility pattern of people and goods” rather than of vehicles
To focus on the improvement and promotion of public transport, NMVs and
pedestrians, as important transport modes in Indian cities
To provide a recognized and effective platform for integrating land use and
transport planning
To focus on the optimization of goods movement
A low-carbon mobility growth scenario for the city
Equity to all sections of the society including urban poor and differently-abled
Jammu is connected by NH-44 (old NH-1A) with other parts of the country by road
network. NH-44 passes through Jammu and connects it to Srinagar (Kashmir valley)
which further connects Leh. The existing road network of Jammu is basically of radial
pattern. Five roads namely Srinagar Road, Pathankot Road, Akhnoor Road, R.S. Pura
Road and Ambgrota Road (Bantalab Road) are converging to the city from different
directions.
Jammu is the northern most major railway head and is well connected to all State
Capitals of India by rail. It is also well connected to major cities like Srinagar, Delhi,
Leh, Mumbai, Lucknow, Chandigarh, Gwalior etc. by air services. Due to its locational
advantage, Jammu assumes importance on the linkage corridor to Salal Project,
Rajouri, Poonch, Kishtwar, Doda, Akhnoor, Katra, Kathua and Udhampur serves as
the gateway to Kashmir valley.
The registered vehicles in Jammu have increased significantly over the years. The
numbers of vehicle registration per year have almost doubled from 0.34 Lakh to 0.59
Lakh in the last nine years. This high density and rapid growth of vehicles have
worsened the transport situation to a significant extent. The increase of modes
demands on road has resulted in dense concentration of traffic on roads. The
registered vehicle from year 2010-2018 is presented in Figure 0.2.
70
58.872
REGISTERED VEHICLES (IN THOUSANDS)
60
51.685
50
40.888 41.013
38.647 40.302
40 36.577
34.317 33.507
30
20
10
0
2010 2011 2012 2013 2014 2015 2016 2017 2018
YEARS
With regards the land use in 2011 about 9% of area is categorized as residential and
a significant 59% of land is under agricultural activities. On the other hand, the
proportion of commercial and industrial land use constitutes 4% and 1% respectively.
Only 2.9% of the land is under circulation which highlights the deficiency of road
network. A detailed comparison of land use distribution-2011 and 2032 is been given
in Table 0.1.
TABLE 0.1: COMPARISON OF LANDUSE DISTRIBUTION IN YEARS 2011 & 2032
FIGURE 0.4: PROPOSED LANDUSE DISTRIBUTION IN MASTER PLAN 2032 FOR JAMMU
Road network in Jammu is dominated by the roads with ROW of less than 20m. About 86%
of the road network has ROW less than 20m.
The city roads lack of footpaths. Only 8% of the surveyed road network has footpath
available reflecting the poor pedestrian infrastructure in the city.
About 51% of the total road network has journey speeds upto 20 kmph during peak hours.
This indicates congestion on roads which is mainly inside the core city. Only about 14% of
roads were found to have speed more than 30 Kmph during peak hours. Average journey
speed during peak period for a city as a whole is observed to be 20.1 kmph.
i. Terminal Characteristics
General Bus stand is the biggest bus terminal and caters to the maximum number of
passengers with 14,443 Boarding & 12,624 Alighting.
Jammu Tawi Railway Station caters to the maximum number of passengers with 20,681
Boarding & 18,938 Alighting.
Peak Parking Accumulation is observed to be the highest at Kachi Chhawni (210 E.C.S.)
followed by 126 ECS at Railway Station.
Parking Demand is observed to be the highest at Kachi Chhawni (713 E.C.S) followed by 419
ECS at Jammu Railway Station).
All the locations have distinct short term parking with negligible share of long term parking.
About 69% of cars are parked for short-term, 26% for medium-term and only 5% for long-
term. 2-wheeler parking of about 74%, 22% and 4% for short-term, medium-term and long-
term duration respectively.
The total daily trips in the study area are about 20.15 lakh. About 67% of trips are vehicular
trips while 33% are walk trips.
Average trip length of 5.1 km (including walk) and 7.2 km (excluding walk) is observed in
the study area.
Public transport facilities: Level of Service (LOS) of 18 suggesting that the City has un-
orgainsed public transport system and it needs to be city wide planned in an organized
manner.
Pedestrian infrastructure facilities: Level of Service (LOS) in the range between 10 and 12
indicating that the city lacks adequate pedestrian facilities.
Non-Motorized Transport (NMT) facilities: Level of Service (LOS) 12 indicating that the City
lacks adequate NMT facilities.
Level of usage of Intelligent Transport System (ITS) facilities: 19 LOS indicating that the city
lacks basic infrastructure as installation of traffic signals, Passenger Information System,
GPS at junctions.
Travel speed (Motorized and Mass Transit) along major corridors: The overall LOS of travel
speed obtained is 6. From the overall LOS it can be concluded that significant delays are
experienced due to high number of uncontrolled junctions in the city. Key corridors run at
low speeds due to traffic congestion, high level of encroachments and haphazard on-street
parking.
Availability of parking spaces: The level of Service (LOS) of Availability of Parking Spaces is 6.
From the overall LOS it can be concluded that the city lacks parking.
Road safety: The level of Service of Road Safety is 8. From the overall LOS it can be
concluded that Level of Fatality rate in a city is very high.
Pollution levels: The level of Service of Pollution Levels is 5. From the overall LOS it can be
concluded that as vehicle population is low in the city, SO2 and NOX are observed to be
within the permissible limits. However, RSPM levels are found to be severe.
Integrated land use transport system: The level of Service of integrated land use transport
system is 21 suggesting that there is a faint coherence between city structure and public
transport system.
Financial sustainability of public transport: The level of Service of financial sustainability of
public transport by bus is 12 suggesting that the public transport of the city is not
financially sustainable.
Primary traffic and travel surveys have been carried out as part of the assignment to
establish/update the existing transport demand in the study area (Master Plan area).
Traditional 4 stage Urban Transport Planning System model process has been adopted that
consists of:
i. Landuse Transitions
Landuse transitions have been taken into account while projecting the future years'
population and employment. The Jammu Master Plan 2032 has been taken as base for this
exercise. The estimation is done for both base year, 2019 and horizon years. Base year
parameters have been derived based on Census 2011, Master Plan 2032 and secondary
data collected from Jammu Municipal Corporation.
Population Forecast based on the growth trends taken separately for Core, Middle, Outer
and special areas collectively forming the study area in addition to existing growth pattern
from Census Data. The estimated population in the study area for the base year and
horizon years is presented in Table 0.2.
TABLE 0.3: WORK FORCE PARTICIPATION IN STUDY AREA FOR BASE AND HORIZON YEARS
Year Employment ( Lakh) WFPR (%)
2017 3.4 24.0
2019 3.6 24.5
2024 4.2 25.5
2034 5.9 27.7
2044 8.0 29.9
Source: Census 2011 & Jammu Master Plan 2032
a. Model Structure
The model is mainly based on motorised trip productions / attractions and internal trips of
study area residents. These modes of travel (i.e. car, two wheeler, private auto-rickshaw &
public transport including bus, mini bus and shared auto) comprise about 20.15 Lakh daily
trips. The remaining trips reported in household interview survey (HIS) are those relating to
non-mechanised trips (walk, cycle and cycle rickshaw). Four sub models are developed viz.
Generation, Attraction, Distribution, Modal choice and Assignment models as illustrated in
Figure 0.5. Generation and Attraction models calculate trips generated and attracted by
each zone.
Distribution models distribute trips generated into the possible destinations and
provide matrix of total trips;
Modal choice models split total trip matrix by mode;
Assignment models represent the last stage of the model, build paths, assign origin /
destination (OD) matrices, and finally provide loaded networks (average hour and
peak hour).
The intra city motorized trips modal split (% of trips by public transport to total motorized
trips) in favor of public transport in 2044 is expected to be about 32.4% which is even lower
than the existing modal share. The total no. of PT trips will increase from 8.1 Lakh to about
13.2 Lakh indicating a high capacity mass transport network will be needed to address the
travel demand requirements in the Study area.
On the basis of above analysis, a comparative picture has been drawn to assess the impact
each scenario has on the travel pattern and environment. Following parameters have been
taken into account for preparing a comparative picture among various scenarios:
Modal Share: Change in share of various modes, with increase in share of Public
Transport and NMT modes and decrease in modal share of private modes indicates a
sustainable future.
Trip Length: Shorter trip lengths indicate shorter time spent in commuting between
two places whereas increase in trip length of a particular mode indicates preference to
The Table 0.4 presents the comparative picture for various scenarios.
The figures in the above table indicate the differences between various scenarios as follows:
Modal Share: The cumulative modal share of car and 2 wheelers is increasing from
26.6% under base year to 35.7% under the BAU scenario. However, scenarios
formulated under the Sustainable Urban Transport indicate decreasing mode share of
car and 2 wheelers with 34.5 share under Urban Structure scenario, 32.1% share under
the Public Transport scenario and 32.0% share under the NMT scenario. The share of
public transport increases from 32.4% under BAU to 36.4% under Public transport
scenario.
Trip Length: The trip length of NMT remains constant (3.9 km) under Base Year and
NMT scenario. This is resultant of good NMT infrastructure in place and positively
affects the veh-km travelled by each mode as given under. The trip length of PT
increases from 3.9 km under Base Year to 6.1 km under PT scenario.
Veh-km: The veh-km by Car, 2 Wheelers and Private Auto is lower by approx 1.3 Lakh
under the NMT scenario as compared to BAU scenario.
CO2 Emissions per Day: As indicated above, with decrease in share of private motorized
trips, the CO2 emissions also reduce from BAU (512 Tonne/day) to PT scenario (230
Tonne/day) by about 55%. However, huge savings of are accrued from envisaged
change in the vehicle technologies from conventional fuel to electricity (224
Tonne/day) i.e. 19% lower than the base year and 56% lower than the BAU scenario.
0.3.4. CONCULSION
As evident from above analysis, the city is benefitted from NMT Scenario in terms of
increase in Modal Share, Trip Length and veh-km for NMT modes. However, considering
improvement in environment, the Technology Scenario is the most suited scenario for the
City as it includes the following benefits:
As such, the Technology Scenario is recommended for next stage i.e. the Proposal
Formulation and Implementation Plan.
The Jammu Master Plan 2032 recommends maximum FAR of 2.1 for commercial areas. To
ensure intensive development along major mobility corridors envisaged under the present
Study, it is proposed that the FAR may be increased on the line of Master Plan 2032 and /or
as per the TOD guidelines that shall be finalized for the state of J&K.
Under the public transport scenario, the existing public transport system is proposed to be
upgraded by introduction of reliable bus service with AC buses along all major roads,
providing more comfort and safety as compared to existing bus system. A total of 13 major
bus routes have been identified across Study Area on which bus based PT system is
proposed to be operated with more frequency AC bus services. These are the major route
carrying high capacity of travel demand that may be served by bus system. The total length
of identified bus system network is about 192 km. The proposed major routes for city bus
network are presented in Figure 0.8.
Presently, there are two main bus terminals in Jammu, one is B. C. Road Bus Terminal and
other is Railway Station Bus Terminal. All the inter-city buses presently originate and
terminate at these terminals. Terminal area of both is insufficient to cater to existing
operations. As a result, there is spill over of terminal activities on adjoining roads resulting
in congestion and chaos in the area.
As underlined in Master Plan -2032, To meet the future travel demand, three additional
intercity bus terminals are proposed on NH-44 near Purmandal Chowk, near Nagrota and
on Akhnoor Road near Nagbani. For proper functioning, all these terminals are proposed to
be connected.
The existing B.C. Road bus terminal, which is under construction shall be used for intra-&
Inter-city bus operations and Jammu Railway station bus terminals will also be planned for
Intra-City & Intercity bus operations under phase I. The five bus terminals are proposed at
Panjtirthi, Purmanadal Chowk, Nagbani, Nagrota and Transport Nagar for smooth
functioning of bus system. The four bus depots are also proposed at Transport Nagar,
Nagrota, Nagbani and Purmandal Chowk. The details of these proposed terminals/depots
are presented in Figure 0.9.
The proposed Master Plan exhibits a definitive hierarchy in its structure for proposed
road hierarchy.
0.5.2. A ring road of 6 lane divided carriageway is under construction which connects NH-
44 near Jakh in south and near Jagti township in the north of the Jammu city.
The major arterial roads will be R.S. Pura Road having width of 45m. The Nagrota
Bye-Pass and the part of southern Bye-Pass (Gurah Salathian) will be 45m wide Road.
This Road is almost delineating the urban growth boundary.
The sub-arterial roads are the internal link road that is creating the grid pattern road
network.1-1.5 km grid has been created for the 24m road and 1.5km-2 km grid has
been created for the 30m road.
0.5.3. About 100 km of road network has been identified for widening along with NMT
facilities across the city proposed to be upgraded in phase I. The proposed road
network is presented in Figure 0.11.
Four typical cross-sections have been proposed for corridors of 18m, 30m, 45m, and
60m ROW. The details of the cross sections are presented in Figure 0.12.
The mobility across River Tawi needs to be strengthened and improved. The city is
divided by Tawi River into two parts and is connected by four major bridges. The
traffic volume on all the existing bridges has already exceeded the threshold limit. In
addition to the widening of existing bridges, some new bridges at various places are
proposed to be developed/ constructed in Phase I after carrying out their feasibility
on environmental account and presented in Figure 0.11 and Table 0.6.
FIGURE 0.11: PROPOSED ROAD WIDENING PROPOSAL ALONG WITH NMT &
RIVER BRIDGES
The freight movement through the CBD is presently restricted on some important
arterials. The Narwal Bala Transport Nagar, Gangyal, Digiana and Bari Brahmana act
as important ITC Nodes. To decongest the existing Transport Nagar it is proposed to
provide new Integrated Freight Complex (IFCs) at the periphery of the city, with all
facilities of wholesale markets, loading/unloading facilities, parking, workshops etc.
All four existing ITCs are planned to be strengthen in phase I and IFCs one each at the
Pathankot Road near Raya Morh and the Akhnoor Road near Gajan Singhpur need to
be developed in the phase II. This proposal will facilitate the developing an outer
Bye-Pass will help diversion of through freight traffic in the city area. The purpose is
to completely segregate the freight and local traffic by locating direction oriented
freight terminals. The locations of the existing ITCs and proposed IFCs are presented
in Figure 0.13.
i. Parking Plan
The multilevel car parking in Phase I are proposed at DC office, B.C. Road Bus
terminal, Prem Nagar opposite to Maharaja Harisingh Park currently having surface
parking operated by JDA. In phase II at Jabah near to Bikram Chowk and Kacchi
Chhawni are proposed for multilevel car parking.
Off-street parking (surface parking) in phase I are proposed at Medical College, B.C.
Road, Jammu Railway Station, Mubarak Mandi, Gole Market Chowk and Jammu
Airport. Identified locations for the development of Short term and long term
Some major junctions which cater heavy traffic and face congestion due to faulty
geometry and absence of traffic control measures have been identified for
signalization and improvement in junction geometry and grade separation (figure
0.15). The total 10 junctions have been identified for geometric improvement in
phase I are Medical Chowk, Panama Chowk, Railway Station Chowk, Indira Chowk,
Gole Market Chowk, Amphala Chowk, K. C. Chowk, Jewel Chowk , Canal Head Chowk
and Vivekananda Chowkand while 2 critical junctions are identified for grade
separation in phase II are Kunjwani Chowk & Satwari Chowk . The improvements of
these junctions have been proposed based on the available data and site visits.
However, more detailed plans shall be worked out during the detailed study of these
locations and additional modifications could be suggested at that stage.
To control the accident and fatality rates in the City, black spots or accident prone
areas need to be addressed on urgent basis. Following measures have been
recommended to handle the accident prone areas.
• Installation of speed tracking devices with video cameras near black spots.
• Setting up of stationary/mobile police posts near black spots.
• Installation of traffic lights at accident prone intersections.
• Centralized emergency setup to omit delay in case of an emergency.
• Redesign of intersections to remove engineering flaws
Apart from proposals for black spots, following measures are recommended to
improve safety and proposed to be implemented on priority:
• Identification of areas of operation for IPT operation based on demand and road
network constraints. Major demand corridors have been identified as PT corridors
to be operated by Bus/ MRTS. IPT modes are proposed to operate on secondary/
tertiary roads to serve as feeder to PT corridors.
• Parking and terminal facilities for para-transit operation.
• Removal of disparity in fare structure followed by PT and IPT modes.
• Control on illegal operation of IPT modes.
• Driver Training, registration of only licensed drivers for driving of IPT modes are
some other areas that need immediate attention of concerned authorities to bring
improvements in IPT operation.
iii. Institutional Measures
It is proposed to form an organized agency in charge of providing transport services
in Jammu city. For that purpose, a Special Purpose Vehicle (SPV) may be set up as a
public-private partnership by way of granting route permits to private bus operators
to run their buses in the city. SPV may be formed with the following objectives:
• To create specialized and effective agency to monitor the intra-city public transport
system.
• To establish and maintain modern high capacity means of public transport.
• To develop support system for improving transport infrastructure.
iv. Enforcement Measures by Traffic Police
Strict enforcement by Police is required to ensure the smooth flow of traffic and
implementation of the proposals. Following measures are proposed for the same:
• Traffic education and public awareness programs on regular basis to educate the
public on traffic rules and their benefits.
• It is proposed that scheme of Traffic police on motorbikes to impose on the spot
fines on traffic offenders may be started to ensure traffic discipline in the city.
The proposed compositions of the governing board for UMTA are presented below
in Table 0.8.
It is therefore important that Traffic Engineering Cells are established within Jammu
Municipal Corporation, Jammu Development Authority & Traffic Police with qualified
and adequate staff such as traffic engineers. This will ensure that the traffic schemes
are properly implemented with better results and fine-tuned later, if necessary. This
will go a long way to improve traffic flow in Jammu.
The CMP details following components for arriving at a fare policy for public
transport for Jammu.
One of the important tool to control the parking is Parking Pricing. This may include
following measures:
• Levy incremental parking fee on on-street parking
• Off street parking charges to be less than the on-street parking charges
• Differential parking fee in the core areas and outside the core area
• Phasing out of on-street parking from major roads and development of off street
parking
• Stringent enforcement measures by way of fine and other penal actions need to be
provided for violation of parking rules
Different parking pricing has been suggested for Core Area and Area beyond Ring
Road. As parking is unsatiated demand, it is proposed that regulatory tools need to
be adopted to cater parking demand generated by a building inside its own premise.
This will cater to the parking demand likely to be generated by upcoming
developments in the City. Broad measures to ensure availability of parking inside a
building premise include:
The land use and transport measures proposed in the CMP will improve mobility in
the metropolitan area and cover the critical issues addressed in the NUTP. Table 0.9
summarizes the relationship between the NUTP objectives and the measures
proposed in the CMP.
The CMP recommends proposals for Public Transport System, New Bus Terminals,
Pedestrian Facilities, Road Infrastructure, Intersection Improvement, NMT etc for the
Study Area to cater to travel demand up to the year 2044. Broad cost estimates have
been worked out to assess the requirement of funds.
Broad cost estimates of proposal schemes have been worked out at 2019 prices and
are given in Tables 0.10. As the proposals would be implemented in phases, the
requirement of funds is also given phase wise. The requirement of funds has been
suggested in three phases (2019-24, 2024-34 and 2034-44) in accordance with the
implementation plan of proposals. The detailed estimates will be carried out during
the DPR stage of each priority project.
1. INTRODUCTION
Jammu, the winter capital of J&K is located in the northern part of India. It lies about
600 km to the north-west of Delhi and about 290 km to the south of Srinagar. It is
inhabited along the Tawi River. The Tawi river flows from east to west direction and
divides the city in two parts. It has a distinct image due to its heritage, location and
linkages. The city is famous for its heritage and culture and has many historic places
like Mubarak Mandi, Purani Mandi, Rani park, Amar Mahal, Bahu Fort, Raghunath
temple, Ranbireshwar temple, Peer Meetha etc. The city also receives a large number
of tourists going to Vaishno Devi shrine throughout the year.
Jammu is the northern most major railway head and is well connected to all State
Capitals of India by rail. The population of Jammu Planning area was 12.8 lakh in 2011
and the population grew from 1.6 lakh in 1971 to 5.1 lakh in 2011. The Study area
population in 2019 is estimated as 14.9 Lakh.
The development of urban economy, growth and standards of living are very much
dependent on the efficiency and performance level of city’s transport network and
systems. Traffic planning is essential to manage current traffic and its future growth.
Large-scale urbanization and rapid growth of vehicles population has laid sever stress
on the existing urban transport system in Jammu city. With the sharing of limited right
of way by a variety of modes and other utility services, the problems have become
unmanageable resulting in traffic congestion, accidents, and inadequate parking area
and environment deterioration.
The usage of private modes is growing unabated mainly due to lack of citywide public
transport facilities. The augmentation in the capacity of urban transport infrastructure
has become necessary. The city must keep pace with the growth in various sectors.
The increasing trend of private modes is causing congestion, reduced mobility and
rising pollution level.
As per Metro Rail Policy – 2017, Comprehensive Mobility Plan should be
prepared/updated in every five years to address the constantly changing scenarios of
mobility. With a view of developing effective and efficient urban transport system, the
Government of Jammu and Kashmir has decided to undertake a comprehensive study
to plan an efficient, seamless, safe and economical citywide public transport system in
Jammu Master Plan area. For the purpose RITES Ltd.(A Govt. of India Enterprise) has
been engaged to prepare/update Comprehensive Mobility Plan (CMP) for Jammu as
per Metro Rail Policy – 2017.
Thus, a Sustainable Urban Mobility Plan for a city is a strategic plan designed to satisfy
the mobility needs of people and businesses in cities and their surroundings for a
better quality of life. It builds on existing planning practices and takes due
consideration of integration, participation, and evaluation principles.
CMP Jammu will be a Sustainable Urban Mobility Plan for the city with a long-term
vision for desirable accessibility and mobility pattern for people and goods in the
urban agglomeration. It focuses on the mobility of people to address urban transport
problems and promotes better use of existing infrastructure (i.e., improvement of
public transport, pedestrian and NMT facilities) which leads to the integration of
landuse and sustainable transport development.
directions. Figure 1.1 shows the existing regional transport connectivity of Jammu.
FIGURE 1.1: REGIONAL TRANSPORT CONNECTIVITY OF JAMMU
Jammu is the northern most major railway head and is well connected to all State
Capitals of India by rail. It is also well connected to major cities like Srinagar, Delhi,
Leh, Mumbai, Lucknow, Chandigarh, Gwalior etc. by air services. Due to its locational
advantage, Jammu assumes importance on the linkage corridor to Salal Project,
Rajouri, Poonch, Kishtwar, Doda, Akhnoor, Katra, Kathua and Udhampur serves as the
gateway to Kashmir valley.
system across all urban areas in India. The objectives of the NUTP are:
Incorporating urban transportation as an important parameter at the urban planning
stage rather than being a consequential requirement
Encouraging integrated land use and transport planning in all cities so that travel
distances are minimized and access to livelihoods, education, and other social needs,
especially for the marginal segments of the urban population is improved
Improving access of business to markets and the various factors of production
Bringing about a more equitable allocation of road space with people, rather than
vehicles, as its main focus.
Encourage greater use of public transport and non-motorized modes by offering
Central financial assistance for this purpose
Enabling the establishment of quality focused multi-modal public transport systems
that are well integrated, providing seamless travel across modes
Establishing effective regulatory and enforcement mechanisms that allow a level
playing field for all operators of transport services and enhanced safety for the
transport system users
Establishing institutional mechanisms for enhanced coordination in the planning and
management of transport systems
Introducing Intelligent Transport Systems for traffic management
Addressing concerns of road safety and trauma response
Reducing pollution levels through changes in traveling practices, better enforcement,
stricter norms, technological improvements, etc.
Building capacity (institutional and manpower) to plan for sustainable urban transport
and establishing knowledge management system that would service the needs of all
urban transport professionals, such as planners, researchers, teachers, students, etc.
Promoting the use of cleaner technologies
Raising finances, through innovative mechanisms that tap land as a resource, for
investments in urban transport infrastructure
Associating the private sector in activities where their strengths can be beneficially
tapped
Taking up pilot projects that demonstrate the potential of possible best practices in
sustainable urban transport
The Central Business District (CBD) to be decentralised: Presently the old city
constitutes the Central Business District where most of the activities relating to
trade, commerce, government, work centres, education and health and recreation
facilities are concentrated and further growing rapidly. It attracts and generates
large volume of traffic from and to the residential colonies located in the south
and west directions. This Core Area is required to be decentralised by planning
new sub-CBDs, community centres, neighbourhood shopping complexes and
shifting of many governmental activities.
Mass Transport System to be remodelled: Matador is the only mode of public
transport in Jammu. It is highly inadequate to deal with about 12 lakh passenger
trips daily which are expected to grow to almost 29 lakh passenger trips daily by
2021. Besides this, about 8000 intra-city goods vehicle trips are generated daily at
present which will grow to about 31000 daily trips by 2021. Beyond 2005, road
based transportation alone will not be able to cater to total passenger trips. As
such, a multi-modal system of transport is envisaged for catering to total trip
demand. In addition, the extension of the railway line to Udhampur offers
possibility for introducing suburban rail system by earmarking dedicated tracks for
catering to both future passenger and goods movement.
1.6.4. MASTER PLAN FOR JAMMU, 2032
The Master Plan strategy for future planning of the city focuses on its historical values,
natural environment, vulnerability and the quality of life in neighbourhoods. Giving
these guiding principles, it is necessary to envision Jammu city by 2032 and align its
future development accordingly.
The vision of the Master Plan of Jammu-2032 is – “to strive for making proposed
Jammu LPA-2032 prosperous, Environment and Disaster Resilient overcoming the
intra city disparities by equitable access to all basic infra structure to all the section of
the society.” Therefore, Vision-2032 is to develop Jammu as an important Regional
Capital City-center which among others warrants substantial planning, and provision
of adequate infrastructure, services and conservation of heritage and preservation of
environment within the framework of sustainable development.
The Guiding Principles for preparation of Jammu Master Plan 2032 are derived from
planning experiences and challenges confronted in the city which include as following:
i. Environmentally and Ecological Suitable Development
ii. Transit Oriented Development
iii. Local Economic Development
iv. Sustainable and Integrated Transport System
v. Preservation of Vitality and Viability of City Core
vi. Inclusive and Collaborative Integrated Urban Development
Jammu has been prepared within the overall frame work of Metro Policy issued by the
Ministry of Housing and Urban Affairs (MoHUA) in 2017. With our extensive
experience in providing consultancy services for similar projects in different cities of
India, the general approach is based on:
A clear understanding of the project’s wider objectives and the Scope of Work;
A clear understanding and appreciation of the local conditions based on site visits
and previous experience in similar projects;
Rapid mobilization of suitable team of experts with proven success on other
projects;
Formulation of an appropriate work plan based on understanding of the
important issues and likely time requirements;
Use of effective project management and coordination systems;
Development of a close relationship with client officials to ensure that matters
are discussed openly and resolved quickly;
Establishing strong links and encouraging frequent and open communications
with all concerned stakeholders, especially in relation to the finalization of the
proposals;
The Methodology for preparing CMP for Jammu has been divided broadly into 6
Stages as under:
Stage 1: Defining the Scope of the CMP
Stage 2: Data Collection & Analysis of Existing Urban Transport and Environment
Stage 3: Development of Business as Usual (BAU) Scenario
Stage 4: Development of Sustainable Urban Transport Scenarios
Stage 5: Development of Urban Mobility Plan
Stage 6: Preparation of the Implementation Program
Figure 1.4 gives the flow chart of the Study Methodology. The above Stage have been
further sub divided into tasks which are detailed as under:
The objective would aim at addressing following aspects: Task 1-1: Mobilization
Task 1-2: Reconnaissance of State
A long-term strategy for the desirable city mobility pattern
Improve and promote public transport, NMVs and Task 1-3 Delineation of Planning Area
facilities for pedestrians. Task 1-4: Defining Immediate, short, medium and
Promote integrated landuse and transport planning. long term planning horizons.
Development an Urban transport strategy that is in line
with National Urban Transport Policy (NUTP). Task III: Finalization of Work
Ensure that most appropriate sustainable, and cost- Plan
effective investments are mode in the transport sector. A detailed work plan chart to be prepared
Identifying specific project tasks as they interrelate to
one another.
The work plan would serve as a valuable management
tool in continually monitoring levels of completion .
Planning horizon
Stage II: Data Collection and Analysis of the Existing Urban Transport
Environment
Task 2-1: Review of Regional Profile.
Task 2-2: Delineation of Traffic Analysis Zones and Review Task 2-3: Review of the Existing Transport
of landuse pattern & population Density Systems
Review of Road Infrastructure.
Assessment of Transit Infrastructure.
Task 2-4: Study of Existing Travel Behavior
Review of IPT Infrastructure.
Primary Surveys such as Screen Line Classified Volume
Primary Surveys such as Road Network Inventory,
count Surveys, Household Interview Surveys, Road side
Classified Turning Volume Count Survey, Parking
Interview Survey and Publix Transport Passenger Counts
Survey Bus/ Ferry Boarding and Alighting Survey
Analysis and Estimation of Travel Characteristics.
and Vehicle Operators Survey
Task 2-5: Review of Energy and Environment
Task 2-6: Analysis and Indicators
Planning horizon for Jammu CMP is 20 years i.e. till Year 2044. Improvements for
Short, Medium and Long term have been proposed under the CMP for duration of 5
years, 10 years and 20 years respectively
1.7.2. STAGE 2: DATA COLLECTION AND ANALYSIS OF THE EXISTING URBAN TRANSPORT
AND ENVIRONMENT
This task relates to generation of database from primary and secondary sources to
appreciate the existing urban transport and environment, issues, problems and
constraints. The output of the tasks provides input for subsequent stages of the study.
Task 3: Review City Profile, Delineation of Traffic Analysis Zones (TAZ) and Review of Land
Use Pattern & Population Density
To study the city’s present socio-economic profile and trends over a period of time,
data have been collected from secondary sources on land area, administrative
boundaries, demography and socio-economic characteristics.
For the purpose of analysis and development of travel demand forecasting model, the
study area has been subdivided into smaller areas known as Traffic Analysis Zones
(TAZs). TAZs have been delineated taking into account various factors such as
administrative boundaries, physical barriers like water bodies, railway lines, highways
and homogeneous landuses. TAZs located inside the planning area are called internal
zones whereas TAZs outside the planning area are termed as external zones. Analysis
of trip interactions between internal-internal, internal-external, external-external and
external-internal have been taken up on the basis of these zones.
A review of landuse in each TAZ has been carried out and linked with the data on
population collected as secondary data from various sources. CMP relies on CDP and
the Master Plan of Jammu as the prime data sources for reviewing existing landuse
patterns. The area of TAZ and the population figures have been used to derive the
population density of each zone. The pattern of landuse has been analyzed for
percentage of land under each landuse to arrive at ratio of residential landuse and
employment-generating landuse, which has significant influence on travel distance
and choice of walking, bicycle and public transport modes.
The review of existing landuse gave insight into the mode choice behavior of the city
inhabitants which has been used in formulation of future scenarios wherein changes in
landuses or the densities have been altered to affect the future mode choices in favor
of public transport. Following relationships have been established based on the
availability of data for each zone:
Ratio of the number of jobs to the number of household in each zone.
No. of persons/job per unit area = Rj / ARj x AJj
Where,
Rj = no of residents in a zone
ARj = area under residential purpose landuse in the zone
AJj = no. of jobs in the zone to the area under landuses that
generate these jobs respectively
Floor space used per activity per unit area = number of floors x landuse (activity)
Task 4: Review of the Existing Transport Systems
A review of the existing transport infrastructure and facilities has been done for each
transport mode, which may include walking, bicycle, cycle rickshaw, auto rickshaw,
shared auto-rickshaw and public transport. The data on existing transport system has
been collected from primary as well as secondary sources.
Task 5: Data Collection Approach - Methodology and Sources
Relevant data has been collected from secondary sources like published reports like
CMP or master plan and primary surveys.
As a part of CMP, following primary surveys are to be carried out and analysed to
understand the existing urban transport systems :
Road Network Inventory Surveys (within city limits- All major arterials and
important sub-arterials and local streets)
Classified Traffic Volume Count Surveys at Outer Cordons and Mid block
Speed and Delay Surveys – Peak hour and off peak hour
Pedestrian Count Surveys
Parking Surveys - 12 hours
Public Transport - Boarding and Alighting Survey (based on city
travel characteristics) at Bus /Rail Terminals,
NMT Opinion Surveys
Junction Turning Volume Counts
Freight Terminal Survey
Task 6: Study of Existing Travel Behavior
Two important considerations have been taken into account while collecting data on
travel patterns. The collected data have been covered the travel behaviour of all
individuals within a household and trip purpose, which can represent people’s
perceptions towards different modes of transport in terms of time, cost, comfort,
safety and security. For understanding and analyzing the existing travel behavior and
characteristics, the following surveys have been conducted:
Screen Line Classified Volume Count Surveys - 16 hours
various secondary and primary surveys. The Business As Usual represents the future
based on the continuation of past trends and has been used as a reference point for
assessing the need for policy interventions. The BAU scenario extrapolates the existing
trends and does not assume any radical policy interventions for sustainable
development and emission mitigation. However, infrastructure development and
landuse as depicted in the Master Plan have been considered under the BAU scenario.
Future transport demand has been assessed under BAU on the basis of preferences of
different socio-economic groups as revealed in the base year. In terms of passenger
transport, the BAU scenario predicts the increased car ownership and higher demand
for motorization. The model for BAU yields the output on future transport indicators
namely:
Mobility and Accessibility,
Safety,
Environment,
Energy
Task 10: Socio- Economic Projects
Demographic projection includes population projection for the city along with
projection of rural and urban population. The population for each TAZ estimated and
has been used as the basis of demographic projections.
Task 11: Landuse Transitions
Future urban development has been modeled on the basis of following inputs as
estimated:
Existing landuse type and its floor area
Floor space requirement per capita for each landuse/TAZ
The landuse type has been disaggregated into residential, commercial, retail,
recreational, industrial, educational, religious, and other categories. Landuse
projections and allocations for the coming years have been done in following three
steps. The first step includes the projection of socio demographics and the per capita
space requirements for each activity in the city. The second step involves the allotment
of activities based on connectivity and distances, as well as the availability of space. The
third step includes the scope of the landuse transition.
Task 12: Transport Demand Analysis
Demand for passenger transport has been estimated using a four-step model. The four-
step model is based on an understanding of existing travel behavior obtained from the
household interview surveys, and provisioning existing transport infrastructure and
service quality. The transport model has been developed for peak-hour model. After
set up for the base year, the traffic flows on different road links have been compared
with the actual traffic volume counts observed at various locations across the city.
Task 13: Technology Transitions
An understanding of vehicles, fuels and CO2 emissions from electricity use in
transportation system is essential to understanding the implications of travel demand
on CO2 emissions and air quality.
Task 14: Model Framework
The framework for sustainable urban mobility needs to utilize the four strategic levers:
Urban form,
Non-Motorized Transport (NMT),
Public transport, and
Technology.
The framework includes the study of impacts of alternative strategies using key
indicators for mobility, safety, and local environment, as well as more aggregate
indicators like CO2 and energy use. The approach is to use a model framework that
combines the 4-stage transport model with an emission inventory and air diffusion
model which then analyzes the impact of activities from transport on the local
environment, energy use and CO2 emissions.
FIGURE 1.5: FOUR BROAD STRATEGIES AND ACCOMPANYING POLICIES USED FOR
SUSTAINABLE SCENARIOS
Based on the analysis of existing urban transport, BAU scenario, preferred landuse and
transport scenario vision and strategy for development, urban mobility plan for the
city has been prepared. The mobility plan provides alternatives to enhance mobility
for all users and all modes of travel. The urban mobility plan suggests changes in the
existing urban structure and form that encourages an increased use of public
transport, walking and NMT. The mobility plan is a city’s long-term blueprint for
improving accessibility and mobility. The aim of the mobility plan is to develop an
adequate, safe, environmentally friendly, affordable, equitable, comfortable, efficient
integrated transport system within the framework of a progressive and competitive
market economy. It attempts to create a well-connected network of complete road
hierarchy, suggest measures to shift from unsustainable mobility to sustainable modes
and integrate freight planning with urban transport. The CMP aims to plan for the
people rather than vehicles by providing sustainable mobility and accessibility for all
citizens to jobs, education, social services and recreation at an affordable cost and
within reasonable time. The Urban Mobility Plan has been developed and on the basis
of the analysis carried under Stages 3 and 4. The plan has been defined along the
following lines:
Task 20: Integrated Landuse and Urban Mobility Plan
National Urban Transport Policy (NUTP) has emphasized the integrated landuse and
transport planning. Urban structure determines the travel demand and transport
system influence the urban structure. Location of various landuse and activity nodes
have influence on travel pattern. At the same time, the transport nodes or hubs
impact the allocation of landuse both at the city and local level. As such, integrating
urban development with transport will be the key consideration towards compact and
sustainable development of cities. Thus, elements for landuse transport integration
would be as follows:
Enabling urban structure
Completing the hierarchy of roads
Aligning public transit with high density areas, mixed landuse to capture the
land value
Integrating multimodal transit interchange and planning integration at vertical
and horizontal level
Integrating landuse with the urban mobility plan would entail a two-way interaction
between the two plans. High density residential areas intertwined with high density
employment areas, along with increased travel costs and an efficient public transport
system is expected to incite people to use NMT for short trips and public transport for
long ones. The landuse has been allocated in a manner that encourages short and
fewer trips, thereby enabling improved accessibility to activities. This also helps in
people shift from private travel modes such as cars to NMT (including cycling and
walking). Additionally, to encourage NMT, neighborhood design measures such as
pedestrian footpaths and cycling tracks will be proposed. To summarize, the landuse
plan locates activities in a manner that encourages low-carbon mobility and the urban
mobility plan, in turn, facilitates the access to activities.
Task 21: Formulation of Public Transport Improvement Plan
Public Transport Improvement Plans has been divided into a number of sections,
including service improvements for buses and para-transit, appropriate MRT options
and infrastructure development plans and intermodal integration plans.
Improving the public transport involves infrastructural improvements like reserving
lanes and tracks and improvement in level of service to not only maintain the existing
modal share of public transport but also create a shift from other modes to public
Public transport plays a crucial role to meet the travel demand of any city. It offers
economies of scale with minimised road congestion and low per capita road usage.
Cheaper and affordable public transport systems world over have proved to
promote mobility – move people more efficiently and safely with increased
opportunities for education, employment, social development etc.
The public transport services are rather scattered and presently mini buses are the
only mass transport system in the Jammu. At present private operators are
operating the city bus services with fleet size of about 2300 buses and very limited
state govt operated intra-city bus services are in operation. Private auto, Shared
taxis/ Tata Sumo, Maxi Cab are supplement to these transportation services. With
the growth of population, the number of commuters has increased in many folds.
However, the transport system has been unable to cope up with increased
demand.
All the city routes are catered by private bus operators with permit from
government. The route structure in Jammu has been designed by J&K State Road
Transport Corporation (J&K SRTC) based on major boarding/alighting demand
locations.
The major modes of transport in Jammu are 2-wheeler, car, Auto Rickshaw, Shared
Mini Buses /taxis/ Tata Sumo and Maxi Cab. This is the cause of acute traffic
congestion and environmental pollution in the city. This indicates that there is an
immediate need for upgrading the city wide public transport system.
The registered vehicles in Jammu have increased significantly over the years. The
numbers of vehicle registration per year have almost doubled from 0.34 Lakh to
0.59 Lakh in the last nine years. This high density and rapid growth of vehicles have
worsened the transport situation to a significant extent. The share of two wheelers
is highest and than cars and jeeps. The sharp increase of two-wheelers and cars
could be attributed to the improved economic status of people and lack of city
wide good public transport system. The increase of private modes demands more
road space and has resulted in traffic congestion on roads. The number of
registered vehicles from year 2010-2018 is presented in (Table 2.1 & Figure 2.1).
S.No. Vehicle Type 2010 2011 2012 2013 2014 2015 2016 2017 2018
1 Two Wheelers 20486 19791 21634 23441 26030 25623 25633 33304 37006
2 Car/Jeep 9356 9841 10676 11523 11229 11974 12768 15241 18279
Luxury Cabs /Tourist Cabs/Taxis meter
836 590 488 289 234 184 70 148
3 fitted
4 Three-Wheeler (Auto-rickshaws) 264 401 573 484 384 325 226 140 83
Stn. Wagons/ Contract carriages/ Mini
543 354 438 467 335 363 181 240 222
5 Bus/ Ambulances
7 LCV (Delivery Van 4W/3W) 369 356 303 180 186 303 207 33 421
8 Trucks/Lorries/Tanker 1846 1905 1733 1436 1340 1479 1378 2125 2105
9 Tractor & Trailers 599 348 540 591 479 581 429 435 498
10 Others 18 32 90 37 29 6 7 8 24
Total 34317 33507 36577 38647 40302 40888 41013 51685 58872
70
58.872
REGISTERED VEHICLES (IN THOUSANDS) 60
51.685
50
40.888 41.013
38.647 40.302
40 36.577
34.317 33.507
30
20
10
0
2010 2011 2012 2013 2014 2015 2016 2017 2018
YEARS
The increase in number of private vehicles and inter mixing of slow and fast
moving vehicles on road has led to increase in number of accidents on roads in
Jammu, which is a cause of concern. Considering the urban expanse, population
growth and increased trends of vehicles on the city roads; the safety of the
commuters is equally important.
There are many reasons for the growth in the number of accidents in Jammu.
Accidents are caused not merely due to the increase in population and rise in
vehicle ownership. They are also caused due to the casual approach of road users
in observing driving rules, adhering to safety precautions and regulations. Rush and
negligent driving have proved to be a frequent cause of serious and fatal accidents.
Similarly, poor road geometry and inadequate street infrastructure also increase
the incidence of accidents on urban roads. One of major causes of pedestrian
safety is endangered by extended trading activities of shops and commercial
activity on footpaths and sidewalks. This compels pedestrians to clog the road
space, hence give a chance to accidents.
An insight into the trends and type of accidents observed in the Jammu indicates a
total of 1246 road accidents have taken place in Jammu in year 2018 out of which
135 were fatal. Table 2.2 & Figure 2.2 shows the trends of accidents in recent
years.
Year
Details 2019
2011 2012 2013 2014 2015 2016 2017 2018 (Upto
October)
Total No. of
1626 1615 1667 1430 1408 1275 1271 1246 1083
Accidents
Fatalities 190 204 213 165 129 160 143 135 105
Serious/Mino
2024 1886 1861 1726 1553 1436 1389 1348 1113
r Injuries
Source: District Police Headquarters, Jammu
800
600
400
200
0
2011 2012 2013 2014 2015 2016 2017 2018
YEARS
2.2.1. COVERAGE
A number of traffic & travel and household surveys were conducted to appreciate
and quantify the traffic and transport characteristics of commuter travel within the
study area. This analysis of the data collected would help in assessing existing
traffic characteristics and in developing the Travel Demand Model.
Traffic & travel surveys were carried out to understand the existing traffic
scenarios as part of assignment. The details of various traffic surveys are presented
in Table 2.4.
The said issues and concerns are widespread in the Jammu City which reduces the
efficiency of road carriageway leading to congestion and causes vulnerability to
road users. Other reasons for congestion include encroachment of road space by
street vendors, unauthorized movement of auto-rickshaws which have not been
regularized. With increase in population and dependence on personalized modes
of transport, increase in road accidents the transport system requires expansion
and augmentation for safe, efficient, convenient travel and further to reduce the
pollution level in the City.
Classified traffic volume surveys were carried on weekday to quantify the volume
of traffic moving along various roads of the study area. The counts were carried
out for 16-hour at mid block/screen line and Intersection locations and for 24
hours at outer cordon locations. The survey locations were selected in a manner
that would cover the entire study area and assist in understanding the traffic
pattern within the study area as well as with adjacent urban settlements. These
surveys help in assessing the existing traffic problems in the study area aswell as to
validate the transport demand models.
The daily and peak hour traffic counts both in terms of numbers of vehicles and
Passenger Car Units (PCUs) are presented in Table 2.5. It is observed that the
traffic at different locations varies from 4,345 Vehicles (3,721 PCU’s) at Tawi Bridge
near Rambagh to 79,419 Vehicles (70,339 PCU’s) along Tawi Bridge near Bikram
Chowk throughout a normal working day.
The morning peak hour volume varies from 249 PCUs (292 vehicles) on Raya More
Railway Crossing to 8,248 PCUs (8,946 vehicles) along Tawi Bridge near Bikram
Chowk & evening peak hour volume varies from 320 PCUs (402 vehicels) on Tawi
Bridge near Rambagh to 5,562 PCU’s (4,571 vehicles) along Satwari Chowk to
Kunjwani Chowk Road near Digiana.
It can also be observed that peak hour peak directional traffic at Screen Line/Mid-
block locations generally varies from 50.1% at Railway Crossing at Channi 1 to
68.4% at Railway Crossing at Channi 2.
ii. Traffic Volume Counts at Intersections
The daily and peak hour traffic characteristics at 20 intersection locations is given
in Table 2.6. The survey involved an interval of 15 minutes, direction wise classified
traffic volume counts for each movement at the intersection-continuously for 16
hours (0600 hours to 2200 hours) on a typical working day. It can be seen that
Satwari Chowk handles the maximum daily traffic of 1,46,692 PCUs (1,25,105
vehicles) followed by Medical Chowk with 1,31,721 PCUs (1,47,838 vehicles) while
the least daily traffic is observed on Panjtirthi Chowk with 27,305 vehicles (27,074
PCUs).
iii. Classified Traffic Volume Counts at Outer Cordon Locations
TABLE 2.7: INTENSITY AND DIRECTIONAL DISTRIBUTION OF TRAFFIC AT OUTER CORDON LOCATIONS
1 Jammu - Srinagar Road 13448 22710 796 5.9 1296 5.7 700 5.2 1243 5.5 755 58.3 541 41.7
2 Jammu - Ambgrota Road 3520 3905 234 6.65 344 8.81 217 6.16 224 5.74 184 53.49 160 46.5
3 Jammu - Akhnoor Road 9881 13464 577 5.8 828 6.1 758 7.7 952 7.1 487 51.2 465 48.8
4 Jammu - Gajansu Marh Road 7437 6499 642 8.6 545 8.4 612 8.2 538 8.3 305 56.0 240 44.0
5 Jammu - R.S. Pura Road 10125 11016 967 9.5 1084 9.8 809 8.0 917 8.3 610 56.3 474 43.7
6 Jammu - Bishnah Road 9324 9564 793 8.5 818 8.5 729 7.8 712 7.4 460 56.3 358 43.7
7 Jammu - Swankha Road 3109 3300 274 8.8 336 10.2 255 8.2 316 9.6 178 53.1 158 46.9
8 Jammu - Ramgarh Road 7932 6428 597 7.5 494 7.7 621 7.8 500 7.8 270 54.0 230 45.9
9 Jammu - Pathankot Road 22351 32041 1446 6.5 1877 5.9 1677 7.5 2170 6.8 1240 57.1 930 42.9
10 Jammu - Surinsar Road 2097 3594 134 6.4 250 7.0 185 8.8 310 8.6 165 53.3 145 46.7
It is observed that the traffic at different locations varies from 3,109 Vehicle (3,300
PCU’s) at Jammu-Swankha Raod to 22,351 Vehicle (32,041 PCUs) at Jammu-Pathankot
Road on a normal working day.
The morning peak hour volume varies from 134 vehicles (250 PCUs) to 1,446 vehicles
(1,877 PCUs) & evening peak hour volume varies from 217 vehicles (224 PCUs) to
1,677 vehicles (2,170 PCU’s).
It can be observed that peak hour peak directional traffic at Outer Cordon generally
varies from about 51% at Jammu-Akhnoor Road to 58% at Jammu-Srinagar Road.
The objective of the road network Inventory survey is to assess the physical
characteristics and conditions of the roads in the Study Area, identify physical
constraints and bottlenecks, assess potential capacity and identify the extent for its
future development.
About 740 km of road network has been identified for road network inventory survey
along all arterial and major roads in the Study Area. The survey has been conducted
by travelling along the identified road network. The network inventory survey contains
the record of right-of-way, carriage-way, footpath widths, median length of the
sections and predominant land use along the link including encroachments, surface
conditions, shoulder surfacing type and width; intersection type and details, on street
parking. The data collected from the survey has been analysed to derive the road
network characteristics in the Study Area.
i. Right of Way
The distribution of the road network as per right of way (RoW) is presented in Table
2.8. It can be observed that major portion of the road network, about 86% has less
than 20m RoW, 8% has RoW between 20-30m and merely 6% of the road has RoW
more than 30m.
TABLE 2.8: DISTRIBUTION OF ROAD NETWORK AS PER RIGHT OF WAY
S.No. Right of Way (m) Length (km) Percentage
1 < 10 390.1 52.7
2 10 – 20 250.5 33.9
3 20 – 30 56.1 7.6
4 30 – 40 13.4 1.8
5 >40 29.6 4.0
Total 739.7 100.0
Source: Primary survey
v. Availability of Footpath
It was observed from the field surveys that only about 8% of the surveyed road
network has footpath available along the road, thus the majority length of road
network is without footpath as presented in Table 2.12.
TABLE 2.12: AVAILABILITY OF FOOTPATH
S. No. Footpath Road Length (km) Percentage (%)
1 Present 61.9 8.4
One-side 17.6 2.4
Both-sides 44.3 6.0
2 Absent 677.8 91.6
Total 739.7 100.0
Source: Primary survey
i. Journey speed
The journey speed characteristics during peak and off peak period are presented in
Table 2.15. It is observed that about 51% of the total road network has journey speed
upto 20 kmph during peak hours. About 35% of surveyed network has journey speed
between 21-30 kmph and only 14% of road network has journey speed more than 30
kmph. Average Journey Speed during peak and off-peak period for city as a whole is
observed to be 20.1 kmph and 25.5 kmph respectively.
iii. Delays
The distribution of causes of delays & their duration during peak hours and off-peak
hours is presented in Table 2.17. The analysis of causes of delays reveal that the delays
are caused mostly by traffic congestion which account for about 86% in the peak hour,
while traffic signal with congestion account for about 6%. Whereas in the off peak
period, traffic congestion accounts for 91%.
TABLE 2.17: DISTRIBUTION OF CAUSES AND DELAYS IN PEAK & OFF PEAK HOURS
S. PEAK HOUR OFF PEAK HOUR
CAUSES AND DELAYS
No. No. of Points % No. of Points %
1 Traffic Signals 3 2.7 7 8.9
2 Traffic Congestion 95 86.4 72 91.1
3 Traffic Signal + Congestion 6 5.5 0 0.0
4 Animal
Signal 6 5.4 0 0.0
Total 110 100 79 100
Source: Primary survey
A total of 2 Rail terminals were selected to conduct terminal survey spread over the
entire study area. It is observed from Table 2.19 that Jammu Tawi railway station
caters to the maximum number of passengers with 20,681 boarding & 18,938
alighting. The details collected during the course of the survey included the number of
passengers boarding & alighting, OD including opinion and willingness to pay surveys.
TABLE 2.19: DISTRIBUTION OF PASSENGERS AT RAIL TERMINALS
S. Name of Total Total Total Peak Hour Peak Hour Peak Hour
Peak Time
No. Railway Station Boarding Alighting B+A Boarding Alighting B+A
14:15-
1 Jammu Tawi 20,681 18,938 39,619 1,216 1,663 2,879
15:15
Bari 11:45-
2 4,099 3,201 7,300 591 652 1,243
Brahmana 12:45
Source: Primary survey
The total daily trips, as derived from the household survey, in the study area is 20.15
lakh. Distribution of daily trips by modes is presented in Table 2.20. About 67% of trips
are vehicular trips while 33% are walk trips. However, the trips performed by 2
wheelers are about 18%. It is observed from the table that Mini Bus is the major public
transport mode catering to about 32% of the total trips, whereas trips performed by
cars are nearly 9%. About 13.2 Lakh motorized internal trips have been made in the
Study Area by various modes. The per capita trip rate including walk is 1.4, excluding
walk is 0.94 and for motorized trips is 0.91.
TABLE 2.20: DISTRIBUTION OF DAILY PASSENGER TRIPS BY MODE
Mode No. of Trips Percentage
Car 178671 8.9
2- Whlrs 361650 17.9
Auto 21531 1.1
Vehicular Bus 33756 1.7
Trips Mini Bus 640676 31.8
School Bus 81942 4.1
Cycle 38756 1.9
Train 2071 0.1
Walk Trips Walk 656866 32.6
Total Trips 2015920 100.0
i. Trip Purpose
Distribution of daily vehicular and walk trips is presented in Table 2.21. It is observed
that about 43% vehicular and 22% walk trips have been performed daily for work and
business purpose. Among the Education trips, 29% are vehicular and 52% are walk
trips.
TABLE 2.21: DISTRIBUTION OF VEHICULAR & WALK TRIPS BY PURPOSE
Vehicle Trips Walk Trips Total Trips
S.
Trip Purpose By
No. Trips % Trips %
Purpose
1 Work 434545 31.9 56490 8.7 491035
2 Business 147743 11.1 89936 13.7 237679
3 Education 398390 29.2 343395 52.1 741785
4 Others 378376 27.8 167045 25.5 545421
Total 1359054 100.0 656866 100.0 2015920
Source: Primary survey
The mode wise analysis of trips by travel time shows that about 61% of mini bus trips
take 11-30 minutes and 4.5% of the trips are of more than 1 hour duration. Among the
car trips, about 22% trips are of less than 20 minutes duration, while this is nearly 41%
for two-wheelers and 89% for cyclists.
About 60% of auto trips are less than 20 minutes duration. Most of the train trips in
train are observed to be long distance trips and almost 89% have travel time more
than two hours.
Among the walk trips 80% consume less than 10 minutes and 17.5% in 10-20 minutes.
Distribution of passenger trips by travel time and mode is presented in Table 2.23.
1 Car (%) 2.6 19.0 38.7 23.6 9.2 2.6 1.7 1.9 0.8
2 2- Wlrs (%) 13.3 27.8 32.5 18.5 5.3 1.3 0.9 0.3 -
4 Bus (%) 4.1 7.0 25.7 5.5 13.0 11.8 12.0 3.6 17.2
5 Mini Bus (%) 9.7 26.8 34.5 19.1 5.2 2.6 0.8 0.9 0.2
6 School Bus (%) 5.7 11.1 47.8 22.7 10.6 0.6 1.1 0.3 0.1
The distribution of trips by travel cost and mode (excluding walk and cycle) is
presented in Table 2.25. The mode-wise analysis of trips by travel cost reveals that
among the bus trips about 34% trips cost upto Rs.10 and 53% more than Rs. 20.
Among the mini bus trips, 72% trips are preformed upto Rs. 10, 22% in Rs. 11-20 range,
and a total of about 6% trips for cost over Rs. 20. This indicates that mini buses
contribute to considerable trip making as associated travel costs are much cheaper.
Among Car trips, about 65% are performed in Rs. 16-45 range and about 11% over Rs.
70. Among two-wheeler trips 47% are performed in less than Rs.10, 32% from Rs.10-20
and a total of 22% trips for more than Rs. 20.
TABLE 2.25: DISTRIBUTION OF PASSENGER TRIPS BY MODE AND COST (EXCLUDING WALK
AND CYCLE)
The total parking demand over the day at the main parking stretches was observed to
be about 2600 E.C.S. with maximum demand of 713 E.C.S. being observed at Location
No. 2, Kachi Chhawni parking lot.
Among Non-motorized transport surveys, the pedestrian volume counts were carried
at major junctions throughout the city. The survey was carried out continuously for a
period of 12 hours (8 a.m. to 8 p.m.) for along and across movements. The daily and
peak hour pedestrian flows at various survey locations are presented in Table 2.28.
The maximum daily pedestrian volume in across direction is observed as 9,226
pedestrians at Bikram Chowk on approach road towards Satwari and maximum daily
pedestrian volume in along direction is observed as 20,183 pedestrian at Railway
Station Chowk on approach road towards Railway Station.
Similarly, maximum morning peak hour pedestrian across volume of 1,168 pedestrian
is observed at Bikram Chowk on approach road towards Satwari and maximum
morning peak hour pedestrian along volume of 1,820 pedestrian is observed at
Railway Station Chowk on approach towards Railway Station. Maximum evening peak
hour pedestrian across volume of 1,100 pedestrians is observed at Indira Chowk in the
direction towards K.C. Chowk and evening peak hour pedestrian along volume of 1,921
pedestrians is also observed at Indira Chowk in the direction towards K.C. Chowk.
TABLE 2.28: DAILY & PEAK HOUR TRAFFIC AT PEDESTRIAN SURVEY LOCATIONS
Daily Pedestrian Peak Hour Pedestrian Vol.
Name of
S. No. Approach Vol. (12 hours) (Morning Peak) (Evening Peak)
Location
Across Along Across Along Across Along
Mubarak Mandi 3654 4456 432 405 572 662
Panjtirthi
1 Sidhra 820 2995 95 544 30 156
Chowk
CPO Chowk 902 3374 110 261 12 399
CPO Chowk 438 2679 29 362 58 321
2 Amphala Chowk K.C. Chowk 610 1543 45 221 95 129
Nagrota 1044 1916 157 272 105 163
Gummat Chowk 2172 2975 234 295 157 319
Vivekanand Ragunath Bazar 1230 3401 163 425 98 285
3
Chowk Prem Nagar 756 3132 84 184 100 306
Dogra Chowk 3978 4893 262 498 612 546
Akhnoor 935 2016 78 172 77 195
Muthi Camp
4 Roop Nagar 2707 4841 284 585 297 481
Bridge Crossing
Jewel Chowk 3311 3217 376 404 374 402
Bohri 582 3186 54 437 40 295
Canal Head Akhnoor 1816 3519 252 428 91 320
5
Chowk Jewel Chowk 1956 3868 223 429 216 420
Bhagwati Nagar 732 2342 102 248 54 177
Resam Ghar 582 5116 112 413 214 568
Bakshi Nagar 1816 5589 130 667 139 580
Sahid Coloney 1956 3383 219 416 146 252
6 Medical Chowk
Amphalla 732 3297 443 227 541 434
Parade 2751 2701 245 263 156 282
KC Chowk 3576 3451 456 447 164 296
The trip attraction rates for each of the categories were arrived at considering the
number of visitors and employees in respective centres. It is observed from Table 2.30
that retail, wholesale and shopping malls have trip attraction rates per employee is 23,
10 and 16 respectively.
Samples from Small, Medium and Large scale industries were collected in industrial
centres. It is observed that Small, Medium and Large scale industries have trip
attraction rates per employee is 6, 4 and 2 respectively (Table 2.31).
TABLE 2.31: TRIP ATTRACTION IN INDUSTRIAL CENTRES
Industries
S. No. Attraction Characteristics Small Medium Large
Scale Scale Scale
1 No. of Samples 39 14 19
Total Floor Area of Sampled
2 49588 144164 1753248
Establishments (in Sq. ft)
3 Total number of Visitors 1695 1092 1950
4 Total number of Employees 343 412 2311
5 Floor Area/Employee (Sq ft) 145 350 759
6 Visitor/ Establishment 43 78 103
7 Employee/Establishment 9 29 122
8 Trip Attraction per employee 6 4 2
Source: Primary survey
Samples from private, government, semi government/ public sectot and call center
offices were collected. It is observed from Table 2.32 that these categories have trip
attraction rates of 19, 10, 12, and 2 respectively per employee.
S. Offices
No Attraction Characteristics Semi Govt. Call
Private Govt.
. /Public Sector Centre
1 No. of Samples 31 7 4 2
Total Floor Area of Sampled 10325
2
Establishments (Sq. ft) 8941 3 27096 2578
3 Total number of visitors 2160 2210 930 25
4 Total number of Employees 123 234 85 24
5 Floor Area/Employee (Sq. ft) 73 441 319 107
6 Visitor/ Establishment 70 316 233 13
7 Employee/Establishment 4 33 21 12
8 Trip Attraction per employee 19 10 12 2
Source: Primary survey
Data from schools, colleges and other institutions were collected in educational
centres. It is observed that these categories have trip attraction rates per employee is
19, 27 and 12 respectively (Table 2.33).
TABLE 2.33: TRIP ATTRACTION IN EDUCATIONAL CENTRES
Educational Institutes
S.
Attraction Characteristics Other
No. School College
Institutes
1 Number of Samples 7 17 8
Total Floor Area of Sampled
2 92052 707101 100142
Establishments (Sq. ft)
3 Total number of Students 2125 15160 1370
Total number of
4 118 593 123
Employee(Teachers+Others)
5 Floor Area/Employee (Sq. ft) 780 1192 814
6 Student/ Establishment 304 892 171
7 Employee/Establishment 17 35 15
8 Trip Attraction per employee 19 27 12
Source: Primary survey
Table 2.36 shows the composition of goods vehicles at goods terminal. The major
composition of LCVs (28%) and 2 Axle trucks (31%) have been observed. The share of
MAV and 3 Axle truck was found to be same at 34%.
Table 2.37 shows the distribution of goods vehicles by trip frequency. It has been
observed that 30% of goods vehicles travel daily once to the terminal and 20% travel
daily twice or trice and more while the remaining 50% of goods vehicles travel
monthly.
FIGURE 2.7: PROPOSED LANDUSE DISTRIBUTION IN MASTER PLAN 2032 FOR JAMMU
TABLE 2.39 ENERGY DEMAND IN ALL SECTORS IN INDIA FOR NEW POLICIES SCENARIO
Sector Year 2013 (mtoe)* Year 2040 (mtoe)*
Oil 176 458
Natural gas 45 149
Coal 341 934
Nuclear 9 70
Renewables 204 297
Total 775 1908
mtoe: million ton oil equivalent; Source: Table 2.1, India Energy Outlook, 2015, International Energy Agency
Jammu and Kashmir Pollution Control Board (JKPCB) has been monitoring on Ambient
Air Quality Data (AAQ) for RSPM, SPM, PM2.5, SO2 and NOx at 3 locations in Jammu
covering Industrial, commercial and residential zones. The AAQ data is available from
Nov 2015 to Sept 2019 with JKPCB as summarized in Table 2.40.
From the data, it is observed that SO2 and NOx are within the permissible limits of
National Ambient Air Quality Standards. However, PM2.5 and RSPM is exceeding the
permissible limits at all locations during most of the year. SPM is exceeding the
permissible limts in 2015 only and within limit for rest of the years at all the three
locations.
TABLE 2.40 JKPCB - AAQ DATA FROM FOR YEAR 2015 TO 2019
Fuel station survey has been carried out to know the fuel efficiency and fuel mix in the
city.The fuel station survey was carried out in the month of February 2020 at 15 fuel
stations in Jammu. Fuel efficiency from the survey and fuel mix data from survey,
discussions with RTO officials for the base year are given in Table 2-41 and Table 2-42.
The survey output forms baseline for the study. It helps to estimate the current
quantity of Petrol, Diesel and LPG consumed in Jammu city. Fuel efficiency factors
listed in CMP Toolkit and national trends in fuel mix will be used with appropriate
emission rates listed in CMP Toolkit and draft BS VI standards and veh-km estimated in
Travel Demand Model to estimate emissions in future years.
Data on fuel supplied to Jammu city for last 5 years is available from BPCL and IOCL,
and the analysed data is given in Table 2-43 and Figure 2-8.
From the table and figure, it can be seen that petrol consumption has been increased
by about 29.6% from 68.2 million liters in year 2014 to 88.4 million liters in Year 2019;
whereas diesel consumption has been increased by 6.2% from 126.4 million liters in
year 2014 to 134.3 million liters in year 2019. Howver, LPG consumption has been
reduced by 42% from 394 MT in year 2014 to 228 MT in year 2019.
The guidelines and toolkit issued by MoHUA for the preparation of CMP suggests the
comparative analysis of Urban Transport environment with benchmark values
suggested in the toolkit as the Level of Service (LOS). The urban transport scenario in
Jammu has been evaluated and compared with benchmarks to diagnose the existing
transport condition and to identify urgent areas for improvement in the city.
I. Performance Benchmarks for Urban Transport
These parameters highlight the performance of urban transport in the City. Typically,
four LOS viz. 1, 2, 3, and 4 have been specified, with 1 being highest LOS and 4 being
lowest to measure each identified performance benchmark. Therefore, the goal is to
attain the service level 1.
ii. LOS of Public Transport Facilities
The city-wide LOS calculated for public transport systems during peak hours include rail,
or organized bus based systems and does not include Intermediate Public Transport
(IPTs) such as shared RTVs, auto-rickshaws, three-wheelers, tempos, shared taxi or
other such vehicles providing point-to-point services. The analysis of public transport
facilities in Jammu has been done based on available primary and secondary data and is
presented in Table 2.44.
TABLE 2.44: TABLE ANALYSIS OF PUBLIC TRANSPORT FACILITIES IN JAMMU
S.No. SLBs Parameters Status Category LOS
1 Presence of Total number of buses under the Un-organized
Organized ownership of STU or SPV / Total public
Public Transport number of buses in the city. transport
<20 4
System in Urban (LOS 1=>60%, LOS 2=40 - 60%, LOS system
Area (%) 3=20-40%, LOS 4=<20%) present in
the city
2 Extent of Supply Number of public transport vehicles
Availability of operating in the city /1000
Public Transport population. (LOS 1 = >0.6, LOS 2 = 1.62 >0.6 1
0.4-0.6, LOS 3 = 0.2-0.4, LOS 4 = <0.2)
3 Service Total length of the public transport
Coverage of corridor within the urban limits /
Public Transport Area of the urban limits. Un-organized 0.3-0.7 3
in the city (LOS 1 = >1, LOS 2 = 0.7- 1.0,
LOS 3 = 0.3-0.7, LOS 4 = <0.3)
4 Average waiting Average waiting time of passenger
time for Public for each selected public transport
Transport users route. 10 min 6-10 3
(mins) (LOS 1 <=4 mins, LOS 2=4-6 mins,
LOS 3=6-10, mins LOS 4=>10 mins)
5 Level of Comfort Average load factor of all selected 80%
in Public public transport route. (LOS 1 <=1.5, passengers
Transport LOS 2= 1.5 – 2.0, LOS 3= 2.0 – 2.5, are >2.5 4
LOS 4=<2.5) discomfort in
using PT
6 % of Fleet as per Total number of buses in the city /
Urban Bus Total number of buses as per urban
Specification bus specification (LOS 1 = 75-100%, 40 % 25-49% 3
LOS 2=50 - 74%, LOS 3= 25-49 %, LOS
4=<25%)
Overall LOS 18
As the city of Jammu has un-organized poor public transport system, the same gets
reflected in the Level of Service (LOS) calculated for each of the SLB. The overall
calculated LOS of Public Transport facilities (LOS1 + LOS2 + LOS3 + LOS4 + LOS5 + LOS6)
is 18.
As per toolkit, the value of 18 of overall LOS for public transport facilities in Jammu
suggest that the City has un-orgainsed public transport system and it needs to be city
wide planned in an organized manner.
The SLB parameters for pedestrian infrastructure facilities include the following:
Signalized intersection delay (%)
Street Lighting (Lux)
% of City Covered
These parameters cover the percentage of road length along the arterial and major
road network or Public Transport corridors and at intersection that has adequate
barrier free pedestrian facilities (Table 2.45). However, it is evident from various
surveys that pedestrian infrastructure is very lack and most of the roads are encroched.
TABLE 2.45: ANALYSIS OF PEDESTRIAN INFRASTRUCTURE FACILITIES IN JAMMU
S.No. SLBs Parameters Status Category LOS
1 Signalized Number of signalized Junctions are 50-75 3
intersection intersections having more than signalised but not
delay (%) average waiting time of 45 working properly
seconds for pedestrians (LOS1
<25%; LOS2=25-50%, LOS3=50-
75%, LOS4>=75%)
2 Street Frequency distribution of all the Street lighting are 65% 3
Lighting LUX levels observed available on
(Lux) (LOS1=>25%; LOS2=25%-50%, limited road
LOS3=50%-75%, LOS4<25%) network of about
65%.
3 % of City Total length of footpath having About 8% of road <25 4
Covered minimum width of 1.2m width or length has
more / Total length of road footpath
network (LOS1=>75%; LOS2=50 -
75%, LOS3=25- 50%, LOS4<25%)
Overall LOS 10
There is no pedestrian phasing in the signals and about 92% of the road network does
not have any footpath due to which the calculated LOS is lowest for these parameters.
Street lighting is available on 60% of the network and the same is reflected in the LOS.
The calculated overall level of Service (LOS) of Pedestrian infrastructure facilities (LOS1
+ LOS2 + LOS3) is in the least range which is denoted by a value 10 indicating that the
city lacks adequate pedestrian facilities. Due to negligible pedestrian infrastructure in
the city, pedestrians are forced to use carriageway resulting in pedestrian - vehicle
conflicts.
These parameters indicate the percentage of dedicated cycle track / lane along the
arterial & sub arterial road network or public transport corridors with a minimum of 2.5
m width. The service level is characterized by continuous length of NMT lanes,
encroachment on NMT lanes, and parking facilities.
TABLE 2.46: ANALYSIS OF NON MOTORIZED TRANSPORT FACILITIES IN JAMMU
S.No. SLBs Parameters Status Category LOS
1 % of network Total length of NMV network / total <15 4
covered length of road network (LOS1 =
>50%, LOS2= 50-25%, LOS3 = 25-
15% LOS4=<15%)
2 Encroachment Total road length with Parking on >30 4
on NMT roads Cycle Track / total length of NMT Lack of NMT
by Vehicle network (LOS1<=10%; LOS2=10 - lanes on the
Parking (%) 20%, LOS3=20 - 30%, LOS4=>30%) surveyed
3 NMT Parking Total number of interchanges road network <25 4
facilities at having NMT parking / Total no. of
Interchanges Interchanges i.e. major bus stops,
(%) terminals and railway stations
(LOS1=>75%, LOS2= 50 - 75%,
LOS3= 25- 50%, LOS4=<25%)
Overall LOS 12
The level of Service (LOS) calculated for non motorized transport facilities (LOS1 +
LOS2 + LOS3) is 12. This indicates that the City lacks NMT facilities.
v. LOS of Level of Usage of Intelligent Transport System (ITS)
Global Positioning System (GPS)/ General Packet Radio Service (GPRS) (%)
Signal Synchronization (%)
Integrated Ticketing System (%)
The city lacks basic traffic management controls, most of the intersections are
unsignalised and some of intersections have traffic signals installed but most of the
time are not in working condition. The level of Service (LOS) calculated for level of
usage of intelligent transport system (LOS1 + LOS2 + LOS3 + LOS4 + LOS5) is 19
indicating that the city lacks basic infrastructure as installation of traffic signals at
junctions and is yet to witness any kind of ITS intervention.
This level of service provides an indication of effective travel time or speed of Public /
private vehicles by taking into account indications of congestion or traffic density. This
level of service is along corridors, and not indicative of overall level of service from
origin to destination (Table 2.48). The parameters identified to assess the level of
service include:
Average Travel speed of Personal vehicles (KMPH)
Average Travel speed of Public Transport (KMPH)
LOS is defined in terms of average travel speed of all vehicles on the key corridors. It is
strongly influenced by the number of vehicles along the corridor, number of signals
per kilometer and the average intersection delay.
TABLE 2.48: ANALYSIS OF TRAVEL SPEED (MOTORIZED AND MASS TRANSIT) ALONG MAJOR
CORRIDORS IN JAMMU
S.No. SLBs Parameters Status Category LOS
1 Average Travel Average speed along Avg Journey 15-25 3
speed of
selected corridors, observed speed during
Personal vehicles
during peak hours on peak is 20
(KMPH) working day (LOS1=>30; kmph
LOS4=15)
2 Average Travel Average speed of PT along Un organized <20 3
speed of Public selected public transport PT system
Transport corridors, observed during available in
(KMPH) peak hours on working day the city
(LOS1=>20; LOS4=<10)
Overall LOS 6
There is un organized PT system in the city. Also, speed of shared auto/jeeps could not
be considered as the capacity of these modes is very low as compared to a bus system
or any other form of organized PT system. As such, the calculated level of Service (LOS)
of travel speed (motorized and mass transit) along major corridors (LOS1 + LOS2) has
been calculated to be lowest. The overall LOS of travel speed obtained is 6. From the
overall LOS it can be concluded that significant delays are experienced due to high
number of uncontrolled junctions in the city. Key corridors run at low speeds due to
traffic congestion, high level of encroachments and haphazard on street parking.
It indicates the restriction on free parking spaces for all vehicles in a city. In the CBD of
the city, the land is generally available at a premium, which makes it difficult to
provide for organized parking spaces in these areas. One of the management
measures for reducing parking demand in the CBD is high parking charges, which
discourages the use of private vehicles. The parking charges for 2 wheelers varies from
min Rs. 10 to 40 and car min Rs. 40 to Rs 250. for 24 hrs.
TABLE 2.49: ANALYSIS OF AVAILABILITY OF PARKING SPACES IN JAMMU
S.No. SLBs Parameters Status Category LOS
1 Availability of on Available on street Paid parking 30% 25-50 3
street paid public spaces / Available on street
parking spaces (%) Parking Spaces (LOS1=>75%,
LOS2= 50 - 75%, LOS3= 25-
50%, LOS4=<25%)
2 Ratio of Maximum Maximum parking fee being Rs. 40 / 2 3
and Minimum charged / Minimum parking fee Rs. 20
Parking Fee in the being charged (LOS1=>4,
City LOS2=2 - 4, LOS3= 1 - 2, LOS4<1)
Overall LOS 6
The calculated level of Service (LOS) of Availability of Parking Spaces (LOS1 + LOS2)
obtained is 6. From the overall LOS it can be concluded that the city lacks parking.
viii. LOS of Road Safety
With increasing road traffic, many cities are witnessing rising level of accidents, leading
to rising levels of injuries and fatalities. Level of fatality is an indication of road safety.
Road design and available road infrastructure, traffic management and other such
reasons significantly contribute to road safety. Therefore, fatality rate needs to be
monitored. The benchmark for the same is zero, as ideally fatalities and injuries out of
accidents should be brought down to nil. The parameters (Table 2.50) included to
calculate LOS for this SLB are:
Fatality rate per lakh population
Fatality rate for pedestrian and NMT (%)
Within the number of accidents, the vulnerable road users are pedestrians and
persons with non-motorized vehicles. It is therefore, critical to monitor the extent to
which such road users are impacted within the overall set of road users. The
benchmark value for the same is also zero.
TABLE 2.50: ANALYSIS OF ROAD SAFETY IN JAMMU
S.No. SLBs Parameters Status Category LOS
1 Fatality rate LOS1<=2 persons, LOS2=
135 (Fatalities) /
per lakh 2 – 4 persons, LOS3= 4 – 6 >6 4
15 (Lakh) = 9
population persons LOS4>6 persons
The calculated level of Service (LOS) of Road Safety = (LOS1 + LOS2). The overall LOS of
road safety obtained is 8. From the overall LOS it can be concluded that Level of
Fatality rate in a city is very high. High rate of fatality can be contributed to lack of
traffic management, especially at intersections, lack of organized public transport
system and lack of enforcement.
ix. LOS of Pollution Levels
This indicates the Level of air Pollutants in the city i.e. average level of pollution in
urban areas. The indicator to calculate the pollution levels is Annual Mean
Concentration Range (µg/m3). Parameters (Table 2.51) to assess the LOS for this SLB
are:
Level of SO2
Level of Oxides of Nitrogen
Level of RSPM (Size less than 10 microns)
The calculated level of Service (LOS) of Pollution Levels = (LOS1 + LOS2 + LOS 3 + LOS4).
The overall LOS of pollution levels obtained is 5. From the overall LOS it can be
concluded that SO2 and NOX are observed to be within the permissible limits. However,
RSPM levels are found to be severe which can be due to varied reasons including
industrial activities, transport pollution, weather and construction activities etc. One of
the reasons for high RSPM is also the issue of poor road maintenance and unpaved
shoulders. As such, it is recommended that utilization of complete RoW should be
attempted by constructing footpath and widening of Carriageways (wherever
applicable) which would increase the road capacities and decrease the pedestrian
vehicle conflict. Thus, improve the emission standard and decrease the pollution level.
It Indicates the effectiveness of land use-transport arrangements and Identify the level
of integrated land use transport system expected to result in overall trip reduction and
mode shift in favor of public transit. The parameters (Table 2.52) are:
Population Density - Gross (Persons/Developed Area in hectare)
Mixed Landuse on Major Transit Corridors/Network (% non residential area)
Intensity of Development city wide - (Floor Space Index - Master Plan/DP)
Intensity of development along transit corridor- Ratio of FSI on Transit corridor to
city FSI (provision as per Master Plan / Development Plan/ Any other policy)
Clear pattern and Complete network
Area under roads (%)
Proportion of network having exclusive ROW for Transit
The calculated level of Service (LOS) of integrated land use transport system = (LOS1 +
LOS2 + LOS3 + LOS4 + LOS5 + LOS6 + LOS7). As per the SLB of MoHUA, the overall LOS
of 21 suggests that there is lack of organized public transport system in the city.
As discussed earlier, the city lacks an organized public transport system. The
parameters (Table 2.53) are:
Extent of Non-Fare Revenue (%): All city transit system operators to achieve a
minimum of 20% and above share.
Staff /bus ratio: To keep at a level as defined in LOS 2 or above.
Operating Ratio: To take the operating ratio to at least 1.
3. TRANSPORT DEMAND
ASSESSMENT
3.1. DEVELOPMENT OF BUSINESS AS USUAL SCENARIO
3.1.1. COVERAGE
The travel demand assessment in urban environment is a complex exercise involving a
large number of parameters and warrants the development of a transport model at
the City level.
CUBE software developed by Citilabs has been used for the travel demand modelling
exercise. The software can address the impact of new landuse developments as
envisaged by master plan. Cube is fully capable of modeling typical mixed traffic flow
conditions such as private transport (car and two wheeler) and public transport
(Minibus, bus and rail based mass transit systems).
Transport demand is a function of landuse and the growth of demand in various years
vary depending upon the interrelationship of various landuse and traffic intensity in
future years. Some of the major inputs to an urban transport demand model are:
Detailed traffic and travel surveys have been carried out as part of the assignment to
establish the existing transport demand in the study area. The standard 4 stage Urban
Transport Planning System model has been adopted that consists of:
Trip Generation and Attraction Sub Model
Trip Distribution Sub Model
Modal Split Sub Model
Assignment Sub Model
To understand the travel pattern of the City, a total of 174 zones called traffic analysis
zones have been identified. Considering the ease of getting required zonal
information, administrative wards were considered as zones within the municipal
area. The areas that fall within study area but outside the municipal boundary have
been divided into zones based on homogenous land use and traffic generation points.
A total of 164 internal zones inside study area and 10 external zones have been
considered for the study.
Zone connectors are included in the model to allow the trip matrices to be assigned to
the road network. All zones were provided with at least one zone connector. The
location and definition of connector is intended to assimilate, as far as possible, the
actual connectivity of trip generation centers to the road network. The zoning system
adopted for the study area is already presented in chapter-2. The sequence of
activities involved in the model is depicted in Figure 3.1.
The population of surrounding towns of Jammu is also expected to grow rapidly due to
its close proximity to Jammu. This will result in higher traffic interaction between the
city and these towns. Population forecast based on the growth trends taken
separately for Core, Middle, Outer and special areas collectively forming the study
area in addition to existing growth pattern from Census Data. The Study area
population in 2017 was about 14.2 and 2019 is estimated as 14.9 Lakh.
Vehicle Policies
Daily Travel Demand
Travel Costs & by Traffic Zone
Infrastructure • Income Level
Assumptions
• Trip Purpose
-Network links
-Operating costs
-Fares
- VoT
Modal Split Highway Accessibility Road Speeds
Private PT
Distribution Model Distribution
Model
Vehicles
Occupancy Model
Peak Period
Bus Vehicles
Model
Highway
PT Assignment Model
Assignment
Model
Congestion Analysis
Operational Analysis
Policy/Project Evaluation
Policy &
Models Outputs
Inputs
Accordingly, the population in the study area for the horizon years 2024, 2034 and
2044 is presented in Table 3.1.
The distribution of population in horizon years amongst various traffic zones is based
on land use and population density for core, middle and outer areas as derived from
Master Plan for Jammu- 2032.
WFPR as observed in the base year 2017 is 24.0%. The employment for year 2011 has
been worked out from the census data figures and has been extrapolated to obtain
employment figures of year 2019. Keeping in view the economic profile of the study
area, development prospects and transport intervention policies, WFPR of 25.4%,
27.8% and 29.9% has been assumed from Jammu Master Plan 2032 for the Horizon
years 2024, 2034 and 2044 respectively. Thus, it has been estimated that 8.0 lakh
workers would comprise the workforce in the study area by 2044. Table 3.2 shows the
growth trend in employment in the study area. Table 3.3 gives the distribution of
forecasted population and employment by zone level for base and horizon years.
TABLE 3.2 WORK FORCE PARTICIPATION IN STUDY AREA FOR BASE AND HORIZON YEARS
Four sub models are developed viz. Generation, Attraction, Distribution, Modal choice
and Assignment models (Figure 3.2)
Model development is largely based on the Households Interview Survey (HIS) and
other traffic surveys after expansion from survey sample to total population. This is
calculated at a zonal level.
The next step was to build the base year Road matrices necessary to obtain costs for
the model development (distribution and modal choice).
The base year HIS person matrices converted to vehicles using occupancy factors,
external zones trip matrices from road side interview at Outer Cordon locations and
special generators (Bus, Railway station, Airport) matrices to get total traffic across the
study area.
ii. Trip Generation & Attraction
Trip generation is the first stage of the travel demand estimation process. Trip
Generation modeling aims at predicting the total number of trips generated by and
attracted to each zone of the study area from the estimated future land use activities.
Thus, the two components of trip generation modeling are:
Trip Production: This is defined as the home end of a home based trip or as the origin
of a non-home based trip. It thus gives the total trips produced by a zone.
Trip Attraction: This is defined as the non-home end of a home-based trip or as the
destination of a non-home based trip. It thus, gives the total trips attracted to a zone.
a. Factors Affecting Trip Generation
The factors that affect Trip Generation can be categorized into following categories:
home base business (HBB), home base education (HBE) and home base other (HBO)
trips for the study.
c. Mathematical Forms
Trip Production Equations
Ti = a + b*(IVi)
Where,
Ti = Trips produced from zone i
a = constant (unexplained part of the relationship)
b=parameter explaining the dependency on the independent variable and
representing the Trip Rate
IVi = Independent Variable in zone i
Trip Attraction Equations
The general form of the trip attraction equation developed is
Tj = a + b*(IVj)
Where,
Tj = Trips attracted to zone j
a = constant (unexplained part of the relationship)
b = parameter explaining the dependency on the independent variable
IVj = Independent Variable in zone j
d. Trip Generation Sub Model
The linear regression analysis was used to develop the trip production and trip
attraction equations. A zonal regression model was used in which each traffic zone is
treated as one observation. The aggregated analysis has been applied for developing
the model which is based on the assumption that contiguous households exhibit a
certain amount of similarity in travel characteristics. This assumption allows the data
in a zone to be grouped and the mean value of the independent variable used in
further calculations. The trip production and attraction output in terms of the
correlation coefficients are given in Table 3.4.
TABLE 3.4 TRIP GENERATION SUBMODELS
Dependent Independent Regression Coefficient (R2) Co-efficient
Variable Variable (Trip Rate) of Determination
(Y) (X) (b)
Trip Production
All Modes Population 0.761 0.74
Figure 3.3 shows the scatter plotting between population and production. Table
3.5 details the summary of the output for Trip Production Model. The trip
production model developed for Jammu is stated below:
The Generation model produces daily person trips (all purpose combined) generated
by zone, whilst the attraction model estimates daily person trips attracted by zone.
For each of the 4 purpose groups, a linear regression was estimated, explaining the
number of trips attracted by the socio-economic data, total employment for HBW,
HBB & HBO and school enrolments for HBE. To be consistent with the generation
model, the attraction model is based on PA.
The coefficient of Determination R2 is the deciding factor for linear regression analysis.
The more R2 is near to 1, more the linear regression is reliable. For instance, Figure 3.4
presents the linear regression of HBW trips with R-square value equal to 0.76 showing
a good match between the data from HIS and the estimated values from the linear
regression. Table 3.6 details the summary of the output for Trip Production Model.
SUMMARY OUTPUT
Regression Statistics
Multiple R 0.771042
R Square 0.761855
Adjusted
R Square 0.714288
Standard Error 2364.566
Observations 164
ANOVA
df SS MS F Significance F
Regression 1 1260735354 1260735354 225.4867 1.71E-32
Residual 163 911361158 5591172.75
Total 164 2172096513
Lower Upper
Coefficients Standard Error t Stat P-value Lower 95% Upper 95%
95.0% 95.0%
Intercept 0 #N/A #N/A #N/A #N/A #N/A #N/A #N/A
X Variable 1 0.892857 0.0594595 15.0162161 1.48E-32 0.775446 1.010267 0.775446 1.010267
The Attraction Model calibration is summarized in Table 3.7, by purpose, HIS and
model figures are very similar, showing a very close correspondence between
Of the above four types of models available for trip distribution stage of travel
demand modeling, Gravity Model has been most widely used in previous studies and
suits the present study most due to data availability and its better applicability in the
future.
The more recent trip models have the least resemblance with this original version, but
the generic name still continues. The basic philosophy is to relate productions and
attractions of different zones with quantum of trip modeling between individual zone
pairs.
Tij=RiCj Pi Aj f ( Wij )
Where,
Tij= Trips between zonal pairs i and j
Pi=Trip Production at zone i = i Tij
Aj= Trip Attractions at zone j = j Tij
f ( Wij ) = Function separating zonal pairs i & j typically known as Friction Factor
Ri and Cj = Constants of proportionality
b. Gravity Model Types
Gravity models can be run in Cube with/ without constraints. The types of Gravity
Models are:
i. Unconstrained
ii. Production Constrained (Singly Constrained)
iii. Attraction Constrained (Singly Constrained)
iv. Fully Constrained (Doubly Constrained)
The variations in the Gravity Models mentioned above are the result of variations in
satisfying these productions and attractions conditions.
i. Unconstrained Gravity Model - This takes the following shape
Tij= K Pi Aj f ( Wij )
Where,
K =Constant of proportionality which ensures that the total number of trips from
the model output equals to the total number of trips in the survey matrix. But there
is no guarantee that the sums of the rows and columns of the matrix will balance
individually with the survey total.
ii. Production Constrained Gravity Model - This model is of the form
Tij = Pi Aj f ( Wij )
Aj f ( Wij )
This ensures that when summed across the rows of the model Tij matrix, the individual
zone trip origin totals equal the corresponding observed trip totals.
iii. Attraction Constrained Gravity Model - They are of the following type
Tij = Ai pj f ( Wij )
Pj f ( Wij )
Here the constant of proportionality guarantees that when summed down the
columns of the model Tij matrix the zonal trip destinations equal the corresponding
observed trip destination total.
iv. Fully constrained Gravity Models- They are as follows:
Tij = Ri Cj Pi Aj f ( Wij )
Ri = 1
Ri Pi f ( Wij )
The constant of proportionality now becomes the joint product of R i and Cj. It is known
as balancing or normalizing factor. The purpose is to ensure that the model T ij
Attractions and Productions match the observed T ij Attractions and Productions.
The composite GC is the average of the GC for individual modes weighted by modal
split proportions (produced by modal split models) by origin / destination movements.
The measure of deterrence is the perceived inter-zonal generalised cost (this is what
the traveller unconsciously thinks it costs him to travel from one place to another).
For each pair of zones, generalised cost by different modes is determined. For any
inter-zonal trip, the cost between each of the two zone centroids and between them
and the appropriate actual network nodes is added to establish the least cost journey
through the whole network between the zones. For example, for a trip including one
or more public transport links and walk links thereto, the public transport generalised
cost is made up of:
Walking time to bus stop (from notional centroid link)
Waiting time at bus stop
Travelling time on bus
Interchange waiting time – where appropriate
Walking time from bus stop to destination (by notional centroid link)
For individual modes, the GC represents perceived costs, where the unit is minute
equivalent, implying the use of values of time by mode to convert monetary costs
(fare, vehicle operating cost - VOC) into minutes. Occupancy factors (OCC) are also
used for car, 2w, and auto to obtain person based GC. The GC by mode is described
CALCULATE BALANCED
ATTRACTIONS
RITES Ltd. Page 3‐17
Comprehensive Mobility Plan for Jammu
Final CMP Chapter 3: Transport Demand Assessment
Calibration process included comparison of observed and simulated mean trip time
(minutes) as well as shapes of the trip time frequency distribution.
For developing speed flow relationship, data from Road User Cost Study was adopted
and used to calculate calibration factors of Curve. The form of equation (power curve)
used for the study is as under;
90%
80%
70%
60%
% PT
50%
Lambda 0.04
40% Lambda 0.02
Lambda 0.01
30%
20%
10%
0%
-50 -40 -30 -20 -10 0 1 20 30 40 5
0
Generalized Cost Difference (Private - PT, min) 0
Occupancy factors (OCC) are also used for car, 2w, and auto to obtain person based
GC. Below are described the GC by mode:
Car+Taxi GC = Time + [(VOC/OCC) / VOT] x 60;
2W GC = Time + [(VOC/OCC) / VOT] x 60;
Auto GC = Time + 1.5 x Wait Time (4) + [(Fare / OCC) / VOT] x 60;
PT GC = IVT + 1.5 x Walk Time + 2 x Wait Time + (Fare / VOT) x 60 + Transfer
Time
v. Modal Split Calibration Results
Table 3.9 demonstrates that there is close correspondence between the synthesized
and observed values from the HIS. The following observations can be made:
In theory, for any multi-logit model with two possible choices, there is one bias factor
available. Calibrated Modal Choice Model has been developed with the Lambda
parameters between private & public transport as (-) 0.08957.
Intracity Trips
Modes
HIS Model
Car 1,70,485 1,69,657
2W 3,48,371 3,46,686
Auto 20,970 20,873
Public Transport 7,23,986 7,26,954
Total 12,63,812 12,64,170
vi. Trip Assignment Models
The trip assignment procedure determines the route choice of trip maker to whole or
a part of a network and is the last part of travel demand modeling process where the
inter-zonal modal trips are assigned to the various links of the network. There are at
least four factors that lead people to choose one route over another. They are travel
time, generalized travel cost, Travel distance and level of service. Taking a single
parameter to determine the shortest path between each zone pair assumes that there
is only one preferred path between each origin and destination. The traffic assignment
itself can be of various type like All or Nothing Assignment, Capacity Restrain
Assignment and Multipath Assignments.
The Road assignment is a multiple user class assignment using equilibrium algorithm
and capacity constraint. In this method of assignment, trip matrices are loaded onto
the network, using an incremental assignment method. The trip matrices are assigned
to the shortest paths generated successively after assignment of small lots each of 15-
20% increment of the trips matrices. The incremental assignment proceeds by
updating the transport networks using the speed flow relationships of the links. The
assignment is largely controlled by alternative paths, which are built by the shortest
path algorithm through the network. The output of the assignment is a loaded Road
network with volumes (PCU unit) by link and vehicle type, and network speeds.
For the public transport assignment, the person trips unit is retained. The public
transport network is developed from the Road network following the Road
assignment, a process which produces a loaded road network representing congested
travel times on the road network.
The public transport assignment considers multiple routes at an origin / destination
level, and includes the modeling of fares for different modes. The selection of public
transport route choice is based on the travel costs, including walk access time to bus
or metro stops, wait time, in vehicle time and fare, transfer or interchange walk times
and subsequent wait times, and the time to reach the final destination. The output of
the assignment is a loaded public transport network with patronage by service. The PT
assignment is based on the PT lines file built in Cube Voyager software, which contains
a total of existing 152 “real” lines of mini buses (considering the directionality) in the
study area.
The 4-stage model produces daily matrices therefore a standard average hour factor
of 8% is applied to the matrices for both the daily private and public transport
assignments. Peak hour model assignment is done separately to exhibit the
constrained level of services during the peak hour.
vii. Peak Hour Model Validation
The 4-stage model finally provides Daily & Peak Hour person matrices by mode at the
end of the process including the peak hour external and special generators matrices.
The two screen lines within the study area are presented in the Figure 3.9.
Table 3.10 shows comparison of observed and assigned flows across the identified
Midblock/Screeline locations. The validation results are quantified through GEH
Statistics using the ‘Validation’ option in Cube. The GEH Statistic is a formula used in
traffic modelling to compare two sets of traffic volumes. Although its mathematical
form is similar to a chi-square test, is not a true statistical test. Rather, it is an
empirical formula that has proven useful for a variety of traffic analysis purposes.
The formula for the "GEH Statistic" is:
Where, M is the hourly traffic volume from the traffic model (or new count) and C is
the real-world hourly traffic count (or the old count).
Using the GEH Statistic avoids some pitfalls that occur when using simple percentages
to compare two sets of volumes. This is because the traffic volumes in real-world
transportation systems vary over a wide range. For traffic modelling work in the
"baseline" scenario, a GEH of less than 7.0 is considered a good match between the
modelled and observed GEHs in the range of 7.0 to 10.0 may warrant investigation.
GEH greater than 10.0 is not acceptable.
For the present study the traffic flows at identified midblock locations are within the
acceptable error range. The model validation results as presented show that the
model accurately replicates the existing travel situation in the study area since the
model figures are close to the observed data, HIS database and traffic counts.
Therefore, the step following the model development, calibration, and validation, is to
provide travel demand forecasts for the future years.
S.N. Screen Line Location Observed Peak Hour Traffic Modelled Peak Hour Traffic Difference (%) GEH Value
Car 2W Auto Bus Car 2W Auto Bus Car 2W Auto Bus Car 2W Auto Bus
(PCU) (PCU) (PCU) (Pass) (PCU) (PCU) (PCU) (Pass) (PCU) (PCU) (PCU) (Pass) (PCU) (PCU) (PCU) (Pass)
24 Jammu - Swankha Road: Dir 2 83 115 1 351 83 115 1 405 - - - -15.4 0.0 0.0 0.0 2.8
25 Jammu - Ramgarh Road: Dir 1 81 61 2 512 81 61 2 522 - - - -2.0 0.0 0.0 0.0 0.4
26 Jammu - Ramgarh Road: Dir 2 435 119 7 3448 433 119 7 3393 0.5 - - 1.6 0.1 0.0 0.0 0.9
27 Jammu - Pathankot Road: Dir 1 171 95 2 1770 172 96 2 1761 -0.6 -1.1 - 0.5 0.1 0.1 0.0 0.2
28 Jammu - Pathankot Road: Dir 2 15 10 0 478 15 10 1 521 - - - -9.0 0.0 0.0 1.4 1.9
29 Jammu - Surinsar Road: Dir 1 321 7 7 2539 320 7 7 2519 0.3 - - 0.8 0.1 0.0 0.0 0.4
30 Jammu - Surinsar Road: Dir 2 120 11 1 1119 121 11 1 1078 -0.8 - - 3.7 0.1 0.0 0.0 1.2
Source: Primary Survey
(i) The special generator passenger traffic of bus terminals and railway stations in
Jammu is expected to grow at 5% per annum respectively.
(ii) Inter and Intra-city goods traffic is expected to grow at 3% per annum up to
2044.
3.1.5. DEVELOPMENT OF BUSINESS AS USUAL (BAU) SCENARIO, 2044
Considering the above assumptions and calibrated / validated traffic demand model,
forecasting of transport demand has been carried out for ‘Business as Usual’ (BAU)
scenario in the year 2044. Overall modal split for various modes in this scenario for the
year 2044 is given in Table 3.11. The intra city motorized trips modal split (% of trips
by public transport to total motorized trips) in favor of public transport in 2044 is
expected to be about 32.4% which is even lower than the existing modal share. The
total no. of PT trips will increase from 8.1 Lakh to about 13.2 Lakh indicating a high
capacity mass transport network will be needed to address the travel demand
requirements in the Study area. Traffic assignment for peak hour traffic (in PCU's) on
road network in BAU scenario 2044 is given in Figure 3.11. Figure 3.12 presents the
peak hour public transport assignment in BAU scenario.
TABLE 3.11 DAILY MOTORISED TRIPS BY IN BASE AND BAU (2044) SCENARIO
FIGURE 3.11 TRAFFIC ASSIGNMENT FOR PEAK HOUR TRAFFIC (IN PCU’S) ON ROAD
NETWORK IN BAU SCENARIO 2044
This will enable the city to handle the mobility challenges while considering the
climate change and local environment. The SUT scenarios are based on following
principles:
Changes in urban structure
Enhanced use of non-motorized and public transport infrastructures
Deep emission cuts using low carbon energy sources
Use of highly efficient technologies in vehicles
CMP will identify investment priorities to achieve the sustainable transport goals.
Though, the sustainable scenarios will assume an increase in motorized transport to
some extent, emphasis have been placed on improving technology in terms of
efficiency and emissions. Following four SUT Scenarios have been formulated:
These strategies will deliver desired benefits when implemented collectively. These
strategies are presented in subsequent paragraphs to gauge the individual effect in
developing the sustainable transport in the City.
Landuse Transition
Urban sprawl and uncontrolled growth of cities result into increase in trip lengths
which are not desirable. Accordingly, compact development of the city is envisaged
with high density and multi-nuclei development to increase share of walk and NMT
and improve access to public transport. To achieve higher density and compact
development, changes in planning and regulatory measures as zoning regulations and
floor area ratio (FAR) are required.
The BAU scenario considers land use pattern as proposed by the Jammu Master Plan -
2032, concentrating the commercial activity in different areas of city. Planning of new
While the overall population for the city is same as that of BAU scenario, the
distribution of population by traffic zones changes in the Urban Structure scenario in
accordance with the above classification of TAZs. The overall population growth in
Class 1 is assumed to be more than 100% from Year 2019 to Year 2044, the population
in Class 2 and 3 TAZ is assumed to be increased by 30%. The final population for the
three classifications of zones is about 18.43 Lakh, 4.85 Lakh and 3.47 Lakh for Class 1,
2 and 3 respectively in the year 2044 totaling to 26.75 Lakh. It is expected that
increase in FSI/FAR will not only concentrate the population along travel corridor but
will also marginally induce population in the city, not reflected in the projections for
BAU scenario. An additional population of about 2% of the base year population
(about 53.5 thousand) is assumed to be induced as indirect effect of the land use
transitions under this scenario.
Based on above assumption, the city's population projected for year 2044 is 27.3.
Table 3.12 gives the population projected for each TAZ under the Urban Structure
scenario.
TAZ No. 2024 2034 2044 TAZ No. 2024 2034 2044
44 16790 23170 31500 126 4780 5370 5930
45 19180 26460 35960 127 7060 7920 8750
46 13840 19090 25950 128 39090 43870 48480
47 16170 18150 20050 129 7110 7980 8810
48 8350 11530 15670 130 4810 5400 5970
49 13180 18190 24710 131 7080 7950 8780
50 15910 21950 29840 132 13590 15250 16850
51 8790 12140 16490 133 10340 11600 12820
52 13830 19080 25940 134 2390 2680 2960
53 12040 16620 22580 135 10260 11520 12730
54 7000 9650 13120 136 1800 2020 2230
55 11870 16390 22280 137 4200 4720 5210
56 12390 17110 23250 138 3490 3920 4320
57 11250 15520 21100 139 4200 4710 5210
58 12540 17300 23510 140 9020 10130 11190
59 13120 18110 24600 141 16530 18550 20500
60 9240 12760 17340 142 9160 10280 11360
61 15730 17650 19500 143 9250 10380 11480
62 11740 16210 22020 144 17840 20020 22130
63 9390 12960 17630 145 10610 11900 13160
64 18170 25070 34070 146 10010 11230 12410
65 16050 22160 30120 147 2390 2670 2960
66 18050 24920 33860 148 8610 11880 16150
67 13460 18570 25250 149 12410 17130 23280
68 8130 11220 15250 150 44120 60880 82740
69 8600 11860 16130 151 14370 16130 17820
70 9030 12450 16920 152 28350 31810 35160
71 7980 8960 9890 153 5450 6110 6750
72 1620 1820 2010 154 21060 23630 26120
73 4010 4500 4970 155 5820 6540 7230
74 7070 7930 8760 156 13890 19180 26060
75 30790 42490 57750 157 13070 14670 16210
76 1110 1540 2090 158 12290 13800 15250
77 8940 12320 16750 159 12830 14400 15910
78 5280 7290 9900 160 20050 22500 24870
79 1380 1900 2570 161 22590 25360 28030
80 12190 16830 22870 162 31680 35560 39290
81 23330 26170 28930 163 12650 14560 16480
82 7980 11020 14960 164 16140 22270 30260
Total 1686960 2152200 2730190
o Class 1 (Zones along major travel corridor): These are the zones in the influence area
of major travel corridors. The high FSI and FSR coupled with proximity to public
transit are expected to make a major impact on creation of employment
opportunities in these zones. As such, the share of these zones in city's overall
employment in horizon year (2044) has been assumed to increase to 44%.
o Class 2 (High employment zones): These are the zones with high share in overall
employment in city's. However, as these zones are already congested, the growth of
these zones is assumed to be impacted negatively due to projected positive growth
of Class 1 zones. As such, the share of these zones in horizon year (2044) city's
employment is assumed to be reduced to 24 %.
o Class 3 (Core Area Zones): Apart from the existing high employment zones and future
high employment zones assumed along major travel corridors, there are zones which
fall in the core area/main city but are not covered under any of the above two
classes. The employment is assumed to reduce to 17% by 2044 due to advent of
Class 1 and organic growth of Class 2 zones.
o Class 4 (Non-Core Area Zones): These zones generally lie in the outgrowths of the city
and are not under direct influence of a transit corridor or are an existing high
employment zone. The employment is assumed to reduce to 15% in the year 2044.
As in the case of population, the change in the urban structure is expected to induce
new employment in the city. An additional employment of about 2% of the base year
employment is assumed in the year 2044 under the Urban Structure scenario. The
total employment in the horizon year 2044 is projected to be 8.17 Lakh. Zone wise
distribution of employment for various horizon years is given in Table 3.13.
Zone No. 2024 2034 2044 Zone No. 2024 2034 2044
6 5160 7360 9850 88 1290 1500 1640
7 5730 8180 10950 89 1090 1350 1550
8 8190 8580 8640 90 2710 3450 4090
9 5220 7470 9980 91 2810 4070 5550
10 6020 8580 11450 92 1150 1440 1700
11 1660 2400 3230 93 1060 1230 1340
12 1980 2830 3780 94 1380 1800 2170
13 3700 5280 7080 95 1350 1880 2470
14 3760 4290 4610 96 1480 2180 3030
15 3070 4070 5070 97 9590 10780 11370
16 1190 1740 2400 98 8300 9440 10050
17 2690 3970 5480 99 2360 3950 6200
18 2660 3870 5280 100 5580 6340 6760
19 11310 12590 13120 101 3180 3760 4160
20 11500 12970 13720 102 2850 3510 4040
21 2860 3510 4040 103 2300 3550 5160
22 850 1050 1210 104 1660 2420 3290
23 2120 3060 4160 105 2040 2970 4030
24 1450 2220 3210 106 980 1670 2700
25 880 1350 1950 107 900 1580 2570
26 1380 1990 2720 108 980 1650 2640
27 5920 8640 11830 109 5090 8110 12090
28 3140 3450 3550 110 1250 2060 3140
29 1190 1400 1540 111 1290 1950 2770
30 2470 2810 2990 112 1320 1980 2810
31 3480 4070 4470 113 1190 1760 2410
32 3050 3570 3940 114 1790 2900 4390
33 2010 2360 2580 115 4140 7760 13630
34 920 1340 1830 116 13260 14450 14790
35 890 1320 1830 117 2600 5380 10400
36 3600 5250 7190 118 3830 5070 6300
37 1760 2710 3920 119 13060 13890 13860
38 910 1500 2280 120 650 1260 2320
39 2540 4470 7330 121 1860 3900 7700
40 1440 2220 3230 122 2280 4090 6870
41 1810 2110 2320 123 530 1240 2750
42 870 1330 1920 124 1190 2610 5360
43 850 990 1070 125 2310 3250 4300
44 1310 2020 2960 126 1680 5260 15440
45 1420 1950 2510 127 1260 1920 2750
46 2300 2680 2930 128 5160 6160 6900
47 1360 1940 2590 129 1440 2220 3220
48 6070 8750 11820 130 1520 3500 7540
49 15420 15560 15600 131 1440 2430 3860
Zone No. 2024 2034 2044 Zone No. 2024 2034 2044
50 1240 1870 2630 132 2310 3050 3790
51 2060 3570 5800 133 1730 2330 2910
52 1070 1690 2490 134 460 880 1590
53 920 1410 2030 135 1910 2850 3970
54 950 1550 2370 136 340 630 1100
55 1210 2920 6530 137 1140 2360 4530
56 4380 4920 5180 138 580 790 1010
57 5630 6530 7120 139 700 980 1260
58 1200 2510 4880 140 2020 3460 5550
59 1180 2340 4300 141 2680 5380 8310
60 900 1350 1900 142 2210 4280 7760
61 1690 3520 6870 143 1830 3040 4730
62 950 1560 2420 144 2890 3850 4790
63 1300 3370 8260 145 1770 2320 2820
64 1660 3390 6460 146 1690 2220 2750
65 1360 2280 3630 147 470 720 1060
66 1490 2540 4090 148 1700 2700 4040
67 1080 1690 2480 149 2080 3150 4470
68 850 2080 4770 150 5710 7610 9510
69 990 1760 2940 151 2260 2560 2740
70 810 1570 2860 152 4130 5280 6340
71 5740 6760 7470 153 950 1420 2000
72 1700 3040 5100 154 2660 2870 2900
73 1440 1980 2560 155 1180 2270 4070
74 1800 2740 3930 156 2040 2430 2690
75 4070 5960 8180 157 2100 2530 2880
76 2140 4750 9850 158 1970 2360 2640
77 4800 7010 9580 159 2100 2510 2820
78 1920 4110 8230 160 2770 3670 4530
79 1080 1280 1390 161 3350 4760 6350
80 2210 3700 5830 162 4420 6140 7990
81 1960 2420 2810 163 2370 3530 4940
82 930 1890 3600 164 2830 4680 7300
Total 428790 597080 817240
Figure 3.13 shows the public transport routes considered in the study and accordingly
coded in CUBE for transport demand forecast. The modal share for Urban Structure
scenario in Year 2044 as derived from transport demand model is presented in Table
3.14
FIGURE 3.13 PUBLIC TRANSPORT ROUTES IN URBAN STRUCTURE SCENARIO (YEAR 2044)
It can be seen that the modal share in favour of public transport has increased from
32.4% under BAU Scenario to 34.0% respectively. Also, the modal share of car and 2
wheeler is lower in Urban Structure scenario at 13.3% and 21.2%. Figure 3.14 gives a
snapshot of the peak hour network loads under the Urban Structure scenario.
FIGURE 3.14 PEAK HOUR PT ASSIGNMENT IN URBAN STRUCTURE SCENARIO (YEAR 2044)
With sprawling cities and better economic levels, there is an increase in vehicle
ownership and in absence of safe and reliable public transport people are forced to
use private vehicles for their travel needs. Public transport can serve to mitigate the
economic and environmental burden that increased vehicle ownership has imposed
on the cities or population. Improvement in public transport not only includes the
public transport infrastructure but also its accessibility, land use integration and NMT
infrastructure.
In public transport scenario, the existing public transport infrastructure has been
envisaged to be improved by introduction of 13 new bus routes on all the major
corridors across entire Study Area including the suitable headway reduction, providing
more comfort and safety as compared to existing public transport modes. The
enhanced public transport routes considered in Public Transport scenario are
presented in Figure 3.15. Better routing and scheduling, improved frequency, better
bus stop design, increased public transport network, improve bus speed, overall safety
and bus user comfort have been assumed in this scenario. In addition to the improved
bus service, mass rapid transit system (MRTS) on selected high demand corridors have
also been considered in this scenario. All these public transport interventions have
been incorporated in the transport demand model for horizon year 2044.
With many public transport interventions, the modal share of public transport is
expected to increase in this scenario. Table 3.15 shows the aggregate modal share in
Public Transport scenario as derived from the travel demand model.
It can be seen from the above table that the modal share in favour of car, 2 wheeler
and auto has been decreased from 13.3%, 21.2% and 2.6% under Urban Structure
Scenario to 12.0%, 20.2% and 2.3% respectively. The modal share in favour of public
transport has been increased from 33.9% to about 36.4%.
Due to public transport interventions in this scenario, the trips from private vehicles
i.e. car, 2 wheeler and auto have been shifted to public transport. The major shift to
public transport can be seen from 2 wheelers. The modal share of cycle and walk
remains same as observed in Urban Structure scenario. Figure 3.16 shows the link-
wise peak hour public transport loads on the network under public transport scenario.
FIGURE 3.16 PEAK HOUR PT ASSIGNMENT IN PUBLIC TRANSPORT SCENARIO (YEAR 2044)
Non-Motorized Transport (NMT) modes are the cleanest transport mode and
interventions for the infrastructure improvement of NMT modes are necessary for
sustainable urban transport in the City. As such, this scenario is assumed to increase
the modal share of walk and NMT in the city. Safe walking and cycling infrastructure is
envisaged under this scenario for better safety and to promote walk and NMT as a
preferred mode in the city in addition to the interventions considered under Urban
Structure and Public Transport scenarios.
The assumed infrastructure under the NMT scenario will include continuous footpaths
and cycle paths, good crossing facilities, parking for cyclists, signal prioritization,
strong parking policies and strict enforcement to remove the hindrances on NMT
infrastructures. The modal share as derived from travel demand model is presented in
Table 3.16.
Fuel mix shares used as inputs to estimation of emissions of CO 2 and other pollutants
for year 2044 based on Niti Aayog RMI Study May 2017 are summarized in Table 3-17.
Fuel consumption details for various scenarios are given in Table 3-18..
Emissions of CO2 as well as other pollutants have been estimated using factors given in CMP
Toolkit 2014 for Sustainable Urban Transport scenario. CO 2 emissions resulting from grid
power generation required for rail based mass transport operation have been accounted
for. Emissions from passenger vehicles under the various scenarios are presented in Table 3-
19 to Table 3-20 using the following:
Presence of electric vehicles as in 2030 as per RMI-Niti Aayog report of May 2017: 40%
of cars and 2 wheelers and 100% of 3 wheelers and buses could run on electricity
Emission factors for CO2 and other pollutants and fuel efficiency factors from CMP
Toolkit 2014 for sustainable transport scenario
Generation of other pollutants are negligible for 3-wheeler and buses as 100%
electrification of these vehicles
CO2 emissions from generation of grid power to operate electric vehicles as well as
consumption of electric energy by electric vehicles adopted from industry trends
CO2 emissions from generation of grid power to operate rail based mass transport
system.
TABLE 3.19DAILY CO2 EMISSIONS FOR VARIOUS SCENARIOS FOR YEAR 2044
Daily CO2 Emissions kg
Type of Vehicle
Petrol Diesel Gas Electricity
LAND USE
2 - Wheeler 53561 - - 24700
3 – Wheeler - - - 30740
Bus - - - 17127
Car 36823 25152 9019 22154
PUBLIC TRANSPORT
2 - Wheeler 51380 - - 23694
3 – Wheeler - - - 20262
Bus - - - 31456
Car 33114 22619 8111 19922
Rail based System - - - 19738
NMT
2 - Wheeler 51082 - - 23557
3 – Wheeler - - - 20108
Bus - - - 31118
Car 33117 22621 8111 19924
Rail based System - - - 19526
Technology
2 - Wheeler 51082 - - 23557
3 – Wheeler - - - 20108
Bus - - - 31118
Car 27598 11311 20278 19924
Rail based System - - - 19526
It is seen that CO2 emissions are likely to decrease from 512 tons in BAU scenario to
219 tons in Land use scenario; other pollutants are also likely to decrease in Land use
scenario. However in Public Transport scenario, CO2 emissions increased to 230 tons
which will be contributed by rail based transit and electric vehicles. Benefits in other
pollutants due to introduction of rail based transit and electric vehicles. NMT scenario
has marginal benefit of reducing CO2 from 230 tons to 229 tons and marginal benefit
in emissions of other pollutants.
Reduction of other pollutants during PT and NMT scenarios has been envisaged by
projecting diversification of fuel from existing petrol and diesel to electricity. The
improvement in technology has been assumed by the year 2044 such as the vehicle
efficiency in terms of engine output / unit of fuel is considerably higher than that in
the present scenario.
The Table 3.21 presents the comparative picture for various scenarios.
The figures in the above table indicate the differences between various scenarios as
follows:
Modal Share: The cumulative modal share of car and 2 wheelers is increasing from
26.6% under base year to 35.7% under the BAU scenario. However, scenarios
formulated under the Sustainable Urban Transport indicate decreasing mode
share of car and 2 wheelers with 34.5 share under Urban Structure scenario, 32.1%
share under the Public Transport scenario and 32.0% share under the NMT
scenario. The share of public transport increases from 32.4% under BAU to 36.4%
under Public transport scenario.
Trip Length: The trip length of NMT remains constant (3.9 km) under Base Year
and NMT scenario. This is resultant of good NMT infrastructure in place and
positively affects the veh-km travelled by each mode as given under. The trip
length of PT increases from 3.9 km under Base Year to 6.1 km under PT scenario.
Veh-km: The veh-km by Car, 2 Wheelers and Private Auto is lower by approx 1.3
Lakh under the NMT scenario as compared to BAU scenario.
CO2 Emissions per Day: As indicated above, with decrease in share of private
motorized trips, the CO2 emissions also reduce from BAU (512 Tonne/day) to PT
scenario (230 Tonne/day) by about 55%. However, huge savings of are accrued
from envisaged change in the vehicle technologies from conventional fuel to
electricity (224 Tonne/day) i.e. 19% lower than the base year and 56% lower than
the BAU scenario.
3.3. CONCLUSIONS
As evident from above analysis, the city is benefitted from NMT Scenario in terms of
increase in Modal Share, Trip Length and veh-km for NMT modes. However,
considering improvement in environment, the Technology Scenario is the most suited
scenario for the City as it includes the following benefits:
Development of compact city
Shorter trip lengths and improved access to public transport
Reliable, comfortable and safe public transport
Increase in modal share of walk and NMT
Considerably lower emissions from all the other scenarios
As such, the Technology Scenario is recommended for next stage i.e. the Proposal
Formulation and Implementation Plan.
4. DEVELOPMENT OF
COMPREHENSIVE MOBILITY PLAN
4.1. INTEGRATED LAND USE AND URBAN MOBILITY PLAN
Transport is an induced demand dependent on the land use. Conversely, availability
of transport influences the urban structure. Integrated land use and transport is the
key factor towards planning sustainable cities. As per the National Urban Transport
Policy (NUTP), transport planning is intrinsically linked to land use planning and both
need to be developed together in a manner that serves the entire population and yet
minimizes travel needs. An integrated master plan needs to internalize the features
of sustainable urban transport. In developing such plans, attention should be paid to
channel the future growth of a city around a pre- planned urban transport network
rather than develop urban transport after uncontrolled sprawl has taken place. In
line with this, an integrated landuse and urban mobility plan has been envisaged
under this Study.
The land use pattern proposed by the Jammu Master Plan - 2032 concentrates the
commercial activity in different areas of city including the core area. The dispersed
landuse planning would encourage the use of motorized modes of transport and will
increase the carbon footprint of the city. Therefore, under the present Study it is
recommended that intensive development to be taken up along major travel
demand corridors. Higher grade of public transport system could be planned along
these corridors for facilitating passenger movement. The major travel corridors are
indicated under the Public Transport Improvement Plan in subsequent section. The
intensive development corridor is presented in Figure 4.1.
4.1.2. Recommended FAR
Floor Area Ratio (FAR) is the relationship between the total amount of usable floor
area that a building has, or has been permitted for the building, and the total area of
the plot on which the building stands. A higher ratio indicates intensive
development. The Jammu Master Plan 2032 recommends maximum FAR of 2.1 for
commercial areas. To ensure intensive development along major mobility corridors
envisaged under the present Study, it is proposed that the FAR may be increased on
the line of Master Plan 2032 and /or as per the TOD guidelines that shall be finalized
for the state of J&K.
Using the same principle, mass rapid transit system has been proposed on high
capacity corridors. The description of the same has been given in subsequent
sections.
MRTS, high capacity demand corridor has been identified on the basis of travel
demand for public transport scenario for Jammu is proposed as shown in Table 4.1 &
Figure 4.3. The maximum PHPDT of phase -1 MRTS corridor is 16400 in 2044.The
Total length of proposed MRTS network is 46.0 km (Phase -1 is 23 km and Phase-2 is
also 23 km).
Under the public transport scenario, the existing public transport system is proposed
to be upgraded by introduction of reliable bus service with AC buses along all major
roads, providing more comfort and safety as compared to existing bus system. A
total of 13 major bus routes have been identified across Study Area on which bus
based PT system is proposed to be operated with more frequency AC bus services.
These are the major route carrying high capacity of travel demand that may be
served by bus system. The total length of identified bus system network is about 192
km. The details of proposed major routes for city bus network are presented in
Table 4.2 & Figure 4.4.
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As part of the public transport, augmenting the existing city bus services has been
considered by taking 60 buses per lakh population as per LoS 1 of SLB. The public
transport for Jammu is derived considering all the factors of existing situation and
the best possible reorganization factoring all components of an efficient and
sustainable system. The fleet size was estimated based on providing LoS 1 and travel
demand (estimated ridership considering modal shift).
The fleet requirement for the proposed bus system comes out to be 1600 for horizon
year 2044. It is proposed that all the buses must have GPS, security cameras and
panic buttons linked to a control center for incident detection and swift response.
This fleet size will require 3 depots for parking and maintenance of the buses. The
narrow widths of the road network and requirement of high frequency bus services,
mini bus based operations have been proposed in the city with a minimum
frequency of 10-15 minutes.
b. Bus Infrastructure Requirement
Presently, there are two main bus terminals in Jammu, one is B. C. Road Bus
Terminal and other is Railway Station Bus Terminal. All the inter-city buses presently
originate and terminate at these terminals. Terminal area of both is insufficient to
cater to existing operations. As a result, there is spill over of terminal activities on
adjoining roads resulting in congestion and chaos in the area.
As underlined in Master Plan -2032, to meet the future travel demand, three
additional intercity bus terminals are proposed on NH-44 near Purmandal Chowk,
near Nagrota and on Akhnoor Road near Nagbani. For proper functioning, all these
terminals are proposed to be connected.
The existing B.C. Road bus terminal, which is under construction shall be used for
intra-& Inter-city bus operations and Jammu Railway station bus terminals will also
be planned for Intra-City & Intercity bus operations under phase I. The five bus
terminals are proposed at Panjtirthi, Purmanadal Chowk, Nagbani, Nagrota and
Transport Nagar for smooth functioning of bus system. The four bus depots are also
proposed at Transport Nagar, Nagrota, Nagbani and Purmandal Chowk. The details
of these proposed terminals/depots are presented in Table 4.3 & Figure 4.5.
c. Bus Stops
The existing public transport (bus stops/ Shared Auto stop) are un-organized in a
whole city, wherever the commuter waves for it they stopped. Non schedule
stoppages affect the traffic stream and the productivity of the mode. Accordingly,
sufficient bus stops to be planned along the proposed bus routes in the city to
support the smooth passengers boarding/ alighting for efficient proposed bus
transport system.
The bus stops should provide comfort and convenience to passengers as well as give
a distinct identity to the system. Weather protection along with ticketing and
4.4.2. A ring road of 6 lane divided carriageway is under construction which connects NH-
44 near Jakh in south and near Jagti Township in the north of the Jammu city.
The proposed plan for the notified area has one major spine cutting across the area.
This central spine road is the existing NH-44 is to be 60 M wide, forming the
commercial/ recreational spine having high intensity development along it.
The major arterial roads will be R.S. Pura Road having width of 45m. The Nagrota
Bye-Pass and the part of southern Bye-Pass (Gurah Salathian) will be 45m wide Road.
This Road is almost delineating the urban growth boundary.
The sub-arterial roads are the internal link road that is creating the grid pattern road
network.1-1.5 km grid has been created for the 24m road and 1.5km-2 km grid has
been created for the 30m road.
4.4.3. About 100 km of road network has been identified for widening along with NMT
facilities across the city proposed to be upgraded in phase I. The proposed road
network is presented in Figure 4.8.
60m ROW: For corridors with 60m ROW, recommended cross section includes
Divider (3.4m), 8 lane divided carriage way for traffic movement (14m both sides),
service belt segregating Service Road from main carriageway (0.75m), Service
Lane for two-way movement of local traffic (7m), NMT lane (3.1m both sides),
Footpath (3m both sides) and Service belt (0.6m wide) for provision of street
lights, street furniture, trees etc.
45m ROW: The 45m ROW is proposed with features such as Divider (3.4m), 8 lane
divided carriage way for traffic movement (14m both sides), NMT lane (3.1m both
sides), Footpath (3m both sides) and Service belt (0.6m wide) for provision of
street lights, street furniture, trees etc. No service road is proposed for 45 m
ROW.
30m ROW: For the 30m Row, proposed cross section includes features as Divider
(1.5m), 6 lane divided carriage way for traffic movement (10.5m both sides), NMV
Lane / Footpath (3.05m both sides) and Service belt (0.6m wide) for provision of
street lights, street furniture, trees etc.
18m ROW: For the 18m Row, proposed cross section includes features as Divider
(0.3m), 2 lane divided carriage way for traffic movement (7m both sides),
Footpath (1.55m both sides) and Service belt (0.15m wide) for provision of street
lights, trees etc.
River
Bridge Location Configuration
No.
RB-1 New bridge (First bridge) on SOS River over Bridge to be developed as
school to back side of Airport part of the cross section of proposed
New road of 4 lane divided carriageway
RB-2 New bridge (Second bridge) on SOS River over Bridge to be developed as
school to back side of Airport part of the cross section of proposed
New road of 4 lane divided carriageway
RB-3 Existing Bridge on Mandal To be upgraded to 4 lane divided c/w
Phallian Road from Sohjana
village to proposed Akhnoor
Bypass near Army school
Jammu Cantonment
RB-4 Existing Bridge over Tawi River To be upgraded from 4 lane to 8 lane
near Sidhra on NH44 divided c/w
FIGURE 4.8: PROPOSED ROAD WIDENING PROPOSAL ALONG WITH NMT & RIVER BRIDGES
Total of about 100 km of road network has been identified for provision of NMV /
pedestrian infrastructures have already been presented in Figure 4.8.
All the proposals given under Public Transport Improvement Plan i.e. MRTS, Bus
system, Para transit system have been proposed to be integrated with each other for
efficient passenger movement. The NMT have also been integrated with other
motorized modes.
For better management and governance, pre-board and automated fare collection
and verification are proposed. Smart Card is proposed along with normal ticketing
system.
The CMP aims at promoting use of public transport for sustainability. Providing more
and more parking spaces does not solve the purpose of mobility, as the parking
spaces get eventually exhausted with a high rate of vehicle growth. Instead, existing
off street parking spaces need to be used efficiently to promote only short term
parking.
Raghunath Bazar Road, Kanak Mandi Road, Residency Road, Purani Mandi Road, BC
Road, Hari Market Road, Mubarak Mandi Road, Kachi Chhawni Parking to Pakka
Danga Road, Medical College Chowk to Akhnoor Road are identified important roads
lying in commercial areas and witness high degree of traffic congestion mainly
because of parking spill-over are proposed as No Parking roads to improve mobility
in the core area.
The semi-automated multilevel car parking at super bazaar City Chowk is fully
operational and has capacity of about 352 cars. The multilevel car parking in Phase I
are proposed at DC office, B.C. Road Bus terminal, Prem Nagar opposite to Maharaja
Harisingh Park currently having surface parking operated by JDA. In phase II at Jabah
near to Bikram Chowk and Kacchi Chhawni are proposed for multilevel car parking.
Off-street parking (surface parking) in phase I are proposed at Medical College, B.C.
Road, Jammu Railway Station, Mubarak Mandi, Gole Market Chowk and Jammu
Airport. Identified locations for the development of Short term and long term
parking (Surface & Automated Multilevel Parking) as well as no parking streets in
Jammu are presented in Figure 4.12.
In order to augment the capacity of existing junctions, Major junctions which cater
heavy traffic and face congestion due to poor geometry and absence of traffic
control measures have been identified.
The junctions where major improvements are not possible due to constraints are
proposed for at grade geometric improvements with proper signalization (variable
cycle, coordinated/synchronized or vehicle actuated signals), pedestrian signal
phasing while others are proposed for improvement in junction geometry along with
grade separation as feasible. The corridor improvement has to be planned for the
junctions in series and located very close to enhance the overall capacity of the
corridor. The total 10 junctions have been identified for geometric improvement in
phase I and 2 critical junctions for grade separation in phase II. The improvements of
these junctions have been proposed based on the available data and site visits.
However, more detailed plans shall be worked out during the detailed study of these
locations and additional modifications could be suggested at that stage.
Also, it is recommended that all the junctions should be installed with security
cameras for incident detection and overall safety (Figure 4.13 and Table 4.5).
Signal timing plays an important role in managing the congestion at the junction.
SCOOT (Split Cycle Offset Optimization Technique), is a tool for managing and
controlling traffic signals in urban areas.
It is an adaptive system that responds automatically to fluctuations in traffic flow
through the use of on-street detectors embedded in the road. This system typically
reduces traffic delay by an average of 20% in urban areas. Apart from this, SCOOT
also contains other traffic management facilities such as:
Bus priority
Traffic gating
Incident detection
On-line saturation occupancy measurement
Vehicle emissions estimates
SCOOT based traffic management is recommended for all mobility corridors
including the arterial roads and the Ring Road.
With the increase in number of vehicles on roads, City is also experiencing increase
in number of accidents. Though high road accidents may be resultant of poor road
geometrics and dilapidating infrastructure, a high share of road fatality indicates
need of public awareness and strict enforcement of traffic rules. Serious efforts are
needed to be made in road design and infrastructure along with traffic management
and law enforcement to improve the situation.
To control the accident and fatality rates in the City, black spots or accident prone
areas need to be addressed on urgent basis. Following measures have been
recommended to handle the accident prone areas
Installation of speed tracking devices with video cameras near black spots.
Setting up of stationary/mobile police posts near black spots.
Installation of traffic lights at accident prone intersections.
Centralized emergency setup to omit delay in case of an emergency.
Redesign of intersections to remove engineering flaws.
Apart from proposals for black spots, following measures are recommended to
improve safety and proposed to be implemented on priority:
Public Awareness Program (PAP) is an integral component of the strategy for Traffic
Safety. Traffic safety should be inculcated at an early stage. To achieve this,
widespread Public Awareness Programs should be carried out in educational
institutes. These programs may be conducted by NGOs in close coordination of
Traffic Police. PAP put into operation effectively will go long way in enabling the
implementation of above proposed safety measures.
Limited road capacity, increasing vehicle ownership and limited penetration of public
transport are the main reasons for the present chaotic traffic scenario in the City.
Following regulatory measures are required to bring in improvements in the present
scenario.
Park & Ride facilities and promotion of public transport are the key components of
the strategy adopted to meet the demand in horizon years. Public transport
promotion needs to be carried out through policy interventions as well as awareness
programs. The mass transport system plan detailed in previous sections will promote
public transport and would help to increase its targeted modal share.
A compressed work week allows employees to work longer days in exchange for an
additional day off that would normally be worked. For example, employees may
work eight nine-hour days and one eight-hour day, in a 10-day (2-week) pay period,
totaling 80 hours and permitting one day off each two weeks. In other cases,
employees may work four ten-hour days each week, with one day off each week.
This program not only reduces the amount of peak hour commute trips, but also is
often attractive to employees, increasing morale and job satisfaction.
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Other strategies such as “flexi time” or staggered work hours can be used to reduce
peak hour trips and spread trips throughout non-peak times by allowing employees
to begin and end work at a time that is different from the typical 9 A.M. to 6 P.M.
work schedule. Flexi work time can be particularly attractive to employees with
commutes that are congested during peak times, but do not result in the elimination
of daily trips in the manner achieved by the compressed work week strategy.
All over the world, cities have adopted TDM measures to control congestion and
promote public transport. The lessons learnt from the experience suggest that TDM
should be sold as a part of an overall transport strategy. The public has to see the big
picture. TDM is only one part of a package of measures, which included others like
building roads, sophisticated traffic management, priority for bus movements, and
new rail system. All the parts of the package need to be done in parallel to get the
desired result.
At present IPT modes are playing major role in the total transport scenario of
Jammu. Fragmented and disorganized operation is the major drawback of the
existing IPT operation. IPT should be made an integral component of the
transportation system in Jammu for more meaningful role and structured operation.
Thus, there is a necessity to effectively integrate operations of PT and IPT modes to
give ultimate benefit to the user and operator. This would require:
Identification of areas of operation for IPT operation based on demand and road
network constraints. Major demand corridors have been identified as PT
corridors to be operated by MRTS /Bus. IPT modes are proposed to operate on
secondary/ tertiary roads to serve as feeder to PT corridors.
Parking and terminal facilities for para-transit operation.
Removal of disparity in fare structure followed by PT and IPT modes.
Control on illegal operation of IPT modes.
Driver Training, registration of only licensed drivers for driving of IPT modes are
some other areas that need immediate attention of concerned authorities to
bring improvements in IPT operation.
The Jammu Municipal Corporation (JMC) and Jammu Development Authority (JDA)
share the primary responsibility for urban transport planning, design and
management with the role and responsibility demarcated for each of the
organizations.
JDA’s primary function is to prepare macro level development plans and strategies
for 20-30-year perspective. The area includes Jammu Municipal Area, Jammu
Cantonment Board and surrounding Villages. JMC holds the responsibility of
providing basic services and infrastructure and preparing the Transport Planning
schemes.
The traffic regulatory measures are looked after by the Superintendent of Police
supported by the Additional Superintendent of Police and Deputy Superintendent of
Police and assisted by the Circle Inspector, Sub-Inspectors and assistant Sub-
Inspector.
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Strict enforcement by Police is required to ensure the smooth flow of traffic and
implementation of the proposals. Following measures are proposed for the same:
Traffic education and public awareness programs on regular basis to educate the
public on traffic rules and their benefits.
It is proposed that scheme of Traffic police on motorbikes to impose on the spot
fines on traffic offenders may be started to ensure traffic discipline in the city.
Heavy fines for habitual offenders
Scheme of mobile courts to check on encroachments on traffic infrastructure
and to punish the habitual traffic offenders may also be introduced.
To play the envisaged role in enforcement, the strengthening of Traffic Police is
recommended.
The above discussion suggests that there are many agencies involved in the urban
transport in Jammu. As such there is nothing wrong in multiplicity of authorities.
However currently there is no mechanism to ensure coordination among various
institutions which is one of the key road block affecting formulation and
implementation of major schemes and initiatives to improve the traffic situation and
mobility in the city.
The National Urban Transport Policy 2006 has recommended setting up of Unified
Metropolitan Transport Authorities (UMTA’s) in million plus cities. The policy
document stipulates following on UMTA
“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 coordination mechanisms to deal with urban transport. The central
government will, therefore, recommend the setting up of Unified Metropolitan
Transport Authorities (UMTA’s) in all million cities to facilitate more coordinated
planning and implementation of urban transport programs & projects and integrated
management of urban transport systems. Such Metropolitan Transport Authorities
would need statutory backing in order to be meaningful.”
The metro rail policy - 2017 makes it mandatory for the cities which are planning to
have MRTS to address their mass transport requirements to have city level UMTA.
Major functions of UMTA as envisaged in the study are presented in Figure 4.14.
The study proposes that UMTA could be given a larger set of functions through
legislation, but be assigned these functions in stages, as the organization evolves and
builds capacity, and as higher level of acceptance is achieved about UMTA’s role
amongst key stakeholders. UMTA could thus first take up the range of functions that
today are the key gaps or overlaps and gradually it can look towards rationalizing
functions of existing agencies and taking over an appropriate group of functions. In
this light, UMTA may be assigned functions which lie between the aforesaid two
extremes arrangements, and less complex and feasible in operationalization. The
extent of functions involved under this arrangement are given below:
Source: Study by Deloitte Touche Tohmatsu India Pvt. Ltd. on behalf of MoUD 2014
The proposed compositions of the governing board for UMTA are presented below.
Representatives Role
Representatives from Central Government
National Highways Authority of India Member
Indian Railways Member
Representatives from State Government
Transport Department Member
Public Works Department Member
Police Department Member
Representatives from Local Government
Municipal Corporation (Mayor / Commissioner) Member
Development Authority (Commissioner) Chairperson
Members from Private Sector
Corporate Governance Expert Member
Finance Expert Member
Law Expert Member
Urban Transport Institutions’ Representative Member
Public Transport Beneficiaries’ Representative Member
Representative of Cyclists and Pedestrians Member
Employers’ Representative Member
There is an urgent need to create this authority for smooth handling of the issues
related to traffic and transport in the city.
The governing board of an UMTA for a particular metropolitan or urban area will be
assisted by a fully-fledged organisation headed by a full time Chief Executive. The
CEO will be responsible for all day-to-day activities of UMTA in accordance with the
policies approved by the board and the delegations given by the board.
A schematic organisation structure for a UMTA with the preferred range of functions
is illustrated in Figure 4.15.
Some aspects of UMTA activities, such as UTF management, accounting, IT, and
communications, can be out-sourced to service providers. Activities such as issuing
licenses could be delegated and contracted to agents. Consultants could be
employed for distinct activities such as preparation of the Transport Master Plan and
the Comprehensive Mobility Plan, development of standards and guidelines, review
of proposals and audit of implementation, preparation of contracts, preparation and
delivery of awareness campaigns, and research. These considerations will determine
the actual shape of the organisation below the divisional level shown.
A large number of agencies deal with roads such as Jammu Municipal Corporation,
Jammu Development Authority, Traffic Police, PWD, NHAI, etc. There are numerous
issues of proper road geometrics, traffic circulation, junction design, traffic signals,
road signs/markings, street furniture etc. which are properly attended to by these
agencies due to lack of traffic engineering expertise. Traffic planning is a continuous
affair. It is therefore important that Traffic Engineering Cells are established within
JMC, JDA & Traffic Police with qualified and adequate staff such as traffic engineers.
This will ensure that the traffic schemes are properly implemented with better
results and fine-tuned later, if necessary. This will go a long way to improve traffic
flow in Jammu.
Public transport tariff design is the key for creating an enabling environment for
dynamic and sustainable growth of public transport sector. The fundamental
principle of tariff determination is to ensure that prices lead to an optimum level of
investment, operation, and demand in the sector.
Generally, there is a conflict between the different objectives of fare. For example, to
increase the share of public transport and to address issues of social sustainability
require that the fares be kept sufficiently low, while efficiency improvement and
viability issues require periodic fare increases with the increase in cost of input of the
service. The agencies in this sector need to balance these objectives to achieve a
sustainable outcome. Similarly, to ensure environmental and social sustainability, it
may be necessary to subsidize public transport operations.
An increase in public transport fares could lead to modal shift to private modes.
Thus, public transport fares would have to be benchmarked on the cost of
alternative modes of transport to ensure that a modal shift is checked. For
addressing issues of social sustainability, it is imperative that the fares be kept
sufficiently low. However, tariffs should provide incentives for efficiency
improvements so as to reduce the cost of operation.
c. Subsidy Administration
d. Fare Revisions
between such an increase in the input costs and the increase in fares leading to
delays in fleet augmentation and replacement and thus poor quality of service.
However, for improvements in the service quality fare revisions should be
rationalized and made systematic
e. Fare Integration
Fare integration is essential for seamless travel for passengers using more than one
mode to reach their destination. It can be achieved through common ticket for
different Public and Para transit modes.
The land in urban areas is limited and there is a limit to the parking space that can be
created in the City. The parking demand is growing with growth of vehicles in
Jammu. The institutional, public semi public and busy/commercial areas are major
attractors to the long term parking. This results in the vehicle parking spilling to
streets (main roads or side streets). One of the important tool to control the parking
is Parking Pricing. This may include following measures:
b. Other measures:
As parking is un-satiated demand, it is proposed that regulatory tools need to be
adopted to cater parking demand generated by a building inside its own premise.
This will cater to the parking demand likely to be generated by upcoming
developments in the City. Broad measures to ensure availability of parking inside a
building premise include:
Now, with proposals drafted for preferred sustainable transport scenario, the
benchmarking against all the SLBs are again taken up to assess the benefits to be
accrued in future by adopting the proposals in this report.
The city-wide LOS is being calculated for public transport systems during peak hours
including rail and organized bus based systems. The criteria as listed under SLBs are
as follows:
With two MRTS priority corridors of 46 km length, 13 bus routes of total 192 km
length, it is expected that Jammu will have a wide spread, accessible, comfortable
and good transport system, placing it in the highest bracket of LOS 1.
The SLB parameters for pedestrian infrastructure facilities include the following:
These parameters cover the percentage of road length along the arterial and major
road network or Public Transport corridors and at intersection that has adequate
barrier free pedestrian facilities. With 100 km of road network identified for
provision of NMV / pedestrian infrastructure, 10 major junctions identified for
signalization with provision of pedestrian phasing and 2 junctions for grade
separation and provision of parking at identified locations to remove encroachments
from footpath, Jammu is expected to achieve LOS 1.
% of network covered
Encroachment on NMT roads by Vehicle Parking (%)
NMT Parking facilities at Interchanges (%)
These parameters indicate the percentage of dedicated cycle track/ lane along the
arterial & sub arterial road network or public transport corridors with a minimum of
2-3 m width as per land availability. The service level is characterized by continuous
length of NMT lanes, encroachment on NMT lanes, and parking facilities. With 190
km of road network identified for provision of NMV / pedestrian infrastructure,
Jammu is expected to achieve LOS 1.
Public transport services have been recommended for installation of GPS, security
cameras and panic buttons along with linking with traffic control center for incident
detection and response. Also, all major junctions in the city are recommended to be
installed with security cameras. Fare integration have also been recommended
between different modes.
This level of service provides an indication of effective travel time or speed of Public
/ private vehicles by taking into account indications of congestion or traffic density.
This level of service is along corridors, and not indicative of overall level of service
from origin to destination. The parameters identified to assess the level of service
include:
With an extensive network of outer ring road, inner ring road and arterials identified
for the city, along with footpath and NMV network to avoid vehicular – pedestrian
conflict, it is expected that Jammu will be placed in the LOS 1 for Travel Speeds.
All parking locations (on and off street) have been proposed to be available on
chargeable basis. Also, parking fare matrix have been recommended for the city with
varying parking charges. This will place Jammu in the LOS of 1.
This indicates the Level of air Pollutants in the city i.e. average level of pollution in
urban areas. The indicator to calculate the pollution levels is Annual Mean
Concentration Range (µg/m3). Parameters to assess the LOS for this SLB are:
Level of SO2
Level of Oxides of Nitrogen
Level of RSPM (Size less than 10 microns)
CO2 emissions are expected to decrease under this scenario, bringing Jammu in the
LOS 1 category.
As indicated in the public transport proposals, the MRTS corridors have been
identified on the basis of major trip generation which is a function of land use. As
such, the city fares at LOS 1 for this SLB.
5. IMPLEMENTATION PLAN
5.1. PREPARATION OF IMPLEMENTATION PROGRAM
The CMP recommends proposals for Public Transport System, New Bus Terminals,
Pedestrian Facilities, Road Infrastructure, Intersection Improvement, NMT etc for the
Study Area to cater to travel demand up to the year 2044. Broad cost estimates have
been worked out to assess the requirement of funds. Unit rates of different
components have been adopted from previous Reports for other Cities. (Table 5-1).
Based on above unit rates, cost estimates of proposal schemes have been worked
out at 2019 prices and are given in Tables 5-2 respectively. As the proposals would
be implemented in phases, the requirement of funds is also given in phase wise. The
requirement of funds has been suggested in three phases (2019-24, 2025-34 and
2035-44) in accordance with the implementation plan of proposals.
RITES Ltd. Page 5-1
Comprehensive Mobility Plan for Jammu
Final CMP Chapter 5: Implementation Plan
The Public Transport projects have been identified and detailed in Chapter 4. The
proposals include MRTS and city bus network planning. Apart from these, supporting
infrastructure such as bus stops, passenger and freight terminals, depots are also
proposed which need to be developed in synchronization with the public transport
network. Table 5-2 gives the phasing and broad cost estimates of sub projects under
public transport.
5.2.3. Terminals
Passenger and freight terminals have been proposed in the city at different locations
on the basis of strategic availability of vacant land. Table 5-2 gives the phasing &
broad cost estimates of sub projects under terminals.
5.2.4. Parking
CMP proposes removal of on street parking and provision of off street/ multilevel
parking at 10 locations in the entire City, out of which 5 locations for multi level
parking and remaining 5 for the off-street surface parking have been identified.
Table 5-2 gives the phasing and broad cost estimates for Parking.
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 Housing and Urban Affairs
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. Projects in the study area can be
implemented by:
i. Local bodies
ii. Local bodies with the fund support of State and Central governments
iii. Local bodies with the fund/technical support of multilateral funding agencies
iv. State or Central governments
v. Local bodies with the support of private participation
vi. Private participation
The possible areas of the urban transport projects for various implementation
agencies are presented in Table 5-3. 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 and structural
projects shall be through the co-operation of State and Central governments on SPV
format with loan from multilateral funding agencies. 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 in following forms:
TABLE 5-3 POSSIBLE AREAS OF URBAN TRANSPORT PROJECT COMPONENTS FOR IMPLEMENTATION BY VARIOUS AGENCIES
Potential Role Players /Agencies
Private
Urban Transport Component Central Multilateral Private Sector Private Sector
ULB State Sector
Govt. Funding Agencies Sponsorship (Annuity)
(BOT)
i. Urban Roads
1. Road Widening and improvement
2. Development of Ring Road/ City Bypass
3. Road Over Bridge/River Over Bridge
ii Traffic Improvements
1. Junction improvements
2. Parking (Multilevel)
3. Parking (Off -street)
4. Road Information System
5. Bus Stops
iii Mass Transport System
1. MRTS
2. Bus transport system (Intra -city )
3. Bus Transport system (Inter -city)
4. PT connectivity to JMRDA Area
iv. IPT
1.Regulations(licensing, parking, routings, etc)
2.Terminals
v. NMT Facilities
1. Footpaths & Cycle Tracks
2. Pedestrian Crossing Facilities
vi. Terminals
1. Rail
2. Bus
3. IPT
4. Freight
Transit Oriented development and Land value capture: Investments in urban transport
lead to higher property values in developed areas (and to higher municipal rates linked
to those properties), to greater orientation of development along transit directions, to
better anchors for land use planning, etc. Not only do private property owners gain
indirectly from higher values of their holdings around new infrastructure, sometimes
their rights to develop their properties are also gifted freely by cities and transit systems
hoping to boost ridership.
According to various studies, the value is estimated at between 5% - 10% for residential
properties, and between 10% - 30% for commercial properties. To generate funding
from the value created in the proximity zones, a ‘Betterment Levy’ or ‘Land Value Tax’
can be imposed. This tax is aimed at landowners as it focuses on land value rather than
property value. The tax is designed to capture the value created by the provision of
public services surrounding the areas in which the services have been provisioned.
Revenue Estimation investigates and assesses the potential revenue generation that
may be derived from the transit oriented development planning initiatives along the
MRTS corridor through various value capture techniques. Revenue from TOD planning
initiatives may be generated through various ways like sale of additional FSI, revenue
from stamp duty, property tax, sale of premium towards ancillaries, development
charges etc.
Property development for MRTS is the key factor in determining success of a MRT
system. Evidence continues to mount that transit can generate tremendous value by
concentrating development and activity around stations, and that this value can be
captured and used to fund station area improvements and community benefits. Process
of property development requires land, labour, capital, entrepreneurship and
management as major inputs.
Development rights granted by cities to the areas near the transportation project, either
at very low cost to owners or in some cases free. These benefits could instead be held in
escrow by the transport project itself, and made available to property owners on a paid
basis, with the money earned through such transactions available to under-write a
portion of the project costs.
Fuel Cess: Another source of income is from private vehicles through taxes levied on
their consumption of fuel. Typically, cities can add taxes or cess applicable within their
jurisdiction, collecting money for use in making improvements to public transport
schemes. Given the rising use of private vehicles, and the large amounts of money that
can be collected by even a small (e.g. 2 paise per liter) cess on fuel purchases, this could
be an important source of money for cities.
Urban Transport Tax: Urban Transport Tax or Cess may be levied on the purchase of
new cars and two wheelers.
Carbon Credits: Another source of funds that has emerged in recent years is carbon
credits, typically traded between industrialized countries that operate at high levels of
per-capita pollution, and less industrialized economies where the per-capita climate
impacts are much smaller. In the short run, these credits allow richer economies to
phase out their shift from carbon-intensive production, and also allow poorer countries
to source funds for their project needs. Credits are also available for countries’
willingness to choose less carbon-intensive choices for their own industries, and some
Indian entities (e.g. bus operators in some states) are examining ways of seeking such
credits for the use of biodiesel in their vehicles. However, the overall trading scenario
around such credits is full of uncertainty, and is likely to be determined by global climate
talks. Wherever they are available, however, they can be tapped to augment other
sources of funds.
Urban Transport Fund (UTF): As recommended in the NUTP, states and cities are being
encouraged to set up UTFs in order to receive dedicated revenues to be used exclusively
for meeting the needs of urban transport. The NUTP mentions some of the potential
revenue sources for such UTFs, which include a supplement to the petrol and diesel
taxes, a betterment levy on land owners, and tax on employers etc.
Four options for geographical coverage of an UTF have been identified: UTF at the state
level for the whole state; UTF for a particular municipal / urban area; UTF at the state
level for urban areas that do not have their own UTF or UTF for UMTA jurisdiction. There
are multiple advantages of having UTF at municipal / urban area level. One is that the
funds are specifically available for meeting the urban transport needs of a single city.
Another is that the amount of funding is better known at the local level than at the state
level and therefore a UTF at a municipal / urban area will allow for better planning. Third
is that the use of the funds can better be prioritised according to the local needs. Since it
is envisaged that UMTA should be established at municipal levels, the preferred option
is to have UTF with jurisdiction similar to UMTA jurisdiction.
Different sources of funds have been identified by different states while setting up UTFs.
In most of the UTFs, a major source of funding is from the Government. This has taken
different forms such as budgetary allocations, government grants, grants through
schemes etc. Several other sources of funds have been identified to supplement funding
from government resources. Some of these sources of funds are common across various
UTFs while others are less common. For example, cess on vehicle registration is used as
a common source of funding in many of the UTFs. Similarly betterment levy (which is
also a suggested source of fund in the NUTP) is one of the common sources in some of
the UTFs. An example of a less common source of funding is a premium charged on
Transfer of Development Rights (TDR) which is used by Pimpri Chinchwad Municipal
Corporation. In some of the UTFs, there are provisions of receiving funds from
international funding agencies such as World Bank, ADB etc.
The implementation of all the proposals made under Transport System Plan requires
number of activities to be under taken by Govt. of J&K and other concerned
organizations. It is important that a multi-pronged effort is initiated on all fronts to
enable speedy, concerted and coordinated action. The following agenda for action is
suggested:
Approval of CMP by Govt. of J&K; and other concerned departments / agencies &
MoHUA, GOI
Prepare Alternatives Analysis Report to identify best alternative MRTS mode on
Phase I network.
Prepare Detailed Project Reports for all projects recommended, tendering, and
award of contract, construction and project management
Mobilization of resources from various sources
Set up of J&K Transport Development Fund
Budget allocation for projects
Identification and selection of Private Sector enterprise for projects to be
developed under PPP model.
Identification of land for the various components of the Plan (road widening, off-
street parking areas, terminals, depots, etc.)
Setting up of Unified Metropolitan Transport Authority (UMTA) constituted by
Govt. of J&K.
Strengthening logistics support to Traffic Police
Review and revision of Transport Polices and Transport Plan on a periodic basis
(every 5 years)
Promotion and facilitation of private sector participation in all components of
Transport Plan (Roads, Parking Facilities, Terminals, Public Transport, etc.).
Private sector Involvement in development, operation and management of
parking areas (both on street and off-street).
Wide publicity and public education programs