1 CMP

PUNE METROPOLITAN REGION
DEVELOPMENT AUTHORITY
COMPREHENSIVE MOBILITY PLAN

for
PUNE METROPOLITAN REGION
October 2018
L&T Infrastructure Engineering Ltd.

TC-2 Building, 3rd Floor,
Mount Poonamallee Road
Manapakkam, Chennai - 600089
Abbreviations
Comprehensive Mobility Plan for PMC and PCMC in PMR
Interim Report
LIST OF ABBREVIATIONS
AAI Airport Authority of India

AMRUT Atal Mission for Rejuvenation and Urban Transformation
BAU Business as Usual
BMTC Bangalore Metropolitan Transport Corporation
BPO Business Process Outsourcing
BRTS Bus Rapid Transit System
CAGR Compound Annual Growth Rate
CBD Central Business District
CDP Comprehensive Development Plan
CMP Comprehensive Mobility Plan
CNG Compressed Natural Gas
CPCB Central Pollution Control Board
CR Central Railways
CTTS Comprehensive Traffic and Transportation Study
CUBE Modelling Software
DCB Dehu Cantonment Board
DP Development Plan
DPR Detailed Project Report
ECS Equivalent Car Space
EMU Electric Movable Units
ESR Environmental Status Report
FSI Floor Space Index
GSDP Gross State Domestic Product
GSVA Gross State Value Added
HCMTR High Capacity Mass Transit Route
HIS Household Interview Survey
ICT Information and Communication Technology
IPT Intermediate Public Transport
ISBT Inter State Bus Terminal
IT Information Technology
ITES Information Technology Enabled Services
ITS Intelligent Transportation System
KCB Khadki Cantonment Board
LBT Local Body tax
LCV Light Commercial Vehicle
LOS Level of Service
MADC Maharashtra Airport Development Corporation
MAV Multi Axle Vehicle
List of Abbreviations
Page i
Interim Report
MDR Major District Roads

MIDC Maharashtra Industrial Development Corporation
MORTH Ministry of Road Transport and Highways
MOUD Ministry of Urban Development
MoHUA Ministry of Housing and Urban Affairs
MRTS Mass Rapid Transit System
MRVC Mumbai Rail Vikas Corporation
MSME Micro Small Medium Enterprises
MSRDC Maharashtra State Road Development Corporation
MSRTC Maharashtra State Road Transport Corporation
NMT Non-Motorized Transport
NUTP National Urban Transport Policy
O&M Operation and Maintenance
OD Origin Destination
ODR Other District Roads
PBS Public Bike Sharing
PCB Pune Cantonment Board
PCMC Pimpri-Chinchwad Municipal Corporation
PCNTDA Pimpri-Chinchwad New Township Development Authority
PCU Passenger Car Unit
PIS Passenger Information System
PMC Pune Municipal Corporation
PMPML Pune Mahanagar Parivahan Mahamandal Limited
PMRDA Pune Metropolitan Region Development Authority
PPH Persons per Hectare
PPP Public Private Partnership
PSCDCL Pune Smart City Development Corporation Limited
PT Public Transport
ROB Railway Over Bridge
ROW Right of Way
RTO Regional Transport Office
RUB Railway Under Bridge
SATIS Station Area Transport Improvement Scheme
SEZ Special Economic Zone
SIDBI Small Industries Development Bank of India
SLB Service Level Benchmark
SPV Special Purpose Vehicles
STU State Transport Undertakings
TAZ Traffic Analysis Zones
TDR Transferrable Development Rights
Page ii
Interim Report
TOD Transit Oriented Development

TPS Town Planning Scheme
TVU Train Vehicle Unit
ULB Urban Local Bodies
UMTA Unified Metropolitan Transport Authority
URDPFI Urban and Regional Development Plans Formulation and Implementation
UTF Urban Transport Fund
VGF Viability Gap Funding
VOC Vehicle Operation of Cost
VOT Value of Time
Page iii
Table of Contents
TABLE OF CONTENTS
Chapter 1 Introduction ...................................................................................................................... 1-1
1.1 Background ........................................................................................................................... 1-1
1.2 About CMP ............................................................................................................................ 1-1
1.3 Need for the Study ................................................................................................................ 1-1
1.4 Scope of CMP ....................................................................................................................... 1-2
1.5 Key Outcomes of a CMP ...................................................................................................... 1-2
1.6 Planning Area ....................................................................................................................... 1-2
1.7 Planning Period ..................................................................................................................... 1-3
1.8 Organisation of the Report .................................................................................................... 1-3
Chapter 2 Study Area Profile............................................................................................................. 2-1
2.1 Location and Geography....................................................................................................... 2-2
2.2 Regional Transport Linkages ................................................................................................ 2-2
2.2.1 Road ........................................................................................................................... 2-2
2.2.2 Railways...................................................................................................................... 2-2
2.2.3 Airport ......................................................................................................................... 2-3
2.3 Demography.......................................................................................................................... 2-4
2.3.1 Population ................................................................................................................... 2-4
2.3.2 Population Density ...................................................................................................... 2-5
2.3.3 Sex Ratio .................................................................................................................... 2-6
2.3.4 Distribution of Population by Age and Sex ................................................................. 2-6
2.3.5 Literacy Rate ............................................................................................................... 2-9
2.3.6 Household Size ........................................................................................................... 2-9
2.3.7 Employment ................................................................................................................ 2-9
2.3.8 Work Force Participation Rate (WFPR) ...................................................................... 2-9
2.4 Land use ............................................................................................................................. 2-10
2.4.1 Existing Land-Use of PMC........................................................................................ 2-10
2.4.2 Proposed Land use and Growth Direction of PMC .................................................. 2-12
2.4.3 Existing Land use of PCMC ...................................................................................... 2-14
2.5 Economy ............................................................................................................................. 2-16
2.5.1 Maharashtra .............................................................................................................. 2-16
2.5.2 Pune District ............................................................................................................. 2-17
2.5.3 PMC and PCMC ....................................................................................................... 2-19
2.5.4 Industries .................................................................................................................. 2-20
2.5.5 Education and Research Centres ............................................................................. 2-22
2.5.6 Tourism ..................................................................................................................... 2-23
2.6 Existing Transport Scenario ................................................................................................ 2-25
2.6.1 Registered Vehicles .................................................................................................. 2-26
2.6.2 Accident Scenario ..................................................................................................... 2-27
2.6.3 Intercity Bus Service ................................................................................................. 2-31
2.6.4 City Bus Services ...................................................................................................... 2-32
2.6.5 BRTS ........................................................................................................................ 2-34
2.6.6 Suburban Railway..................................................................................................... 2-36
2.6.7 Metro ......................................................................................................................... 2-38
2.6.8 Intermediate Public Transport (IPT) ......................................................................... 2-38
2.6.9 Vehicular Pollution .................................................................................................... 2-41
2.7 Review of Past Reports ...................................................................................................... 2-45
2.8 Salient Features of Motor Vehicle Bill (Amendments) 2017 ............................................... 2-46
Chapter 3 Primary Data Collection ................................................................................................... 3-1
3.1 Traffic Surveys ...................................................................................................................... 3-1
3.2 Classified Volume Count at Cordon Locations ..................................................................... 3-2
3.3 Classified Volume Count at Other Cordon Locations ........................................................... 3-3
3.4 Classified Traffic Volume Count at Screen-line Locations .................................................... 3-4
3.5 Classified Traffic Volume Count at Mid-Block Locations ...................................................... 3-8
3.6 Origin – Destination Survey at Cordon Locations ................................................................. 3-9
3.7 Vehicle Occupancy Survey ................................................................................................. 3-10
3.8 Turning Movement Counts .................................................................................................. 3-12
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3.9 Terminal Surveys (Passenger Counts & Origin-Destination Surveys) ............................... 3-15
3.10 Pedestrian Counts .............................................................................................................. 3-16
3.11 On Street Parking Survey ................................................................................................... 3-20
3.12 Household Interview Surveys ............................................................................................. 3-23
Chapter 4 Traffic and Transportation Characteristics .................................................................... 4-1
4.1 Introduction ........................................................................................................................... 4-1
4.2 Analysis of Volume Counts at Cordon Locations.................................................................. 4-1
4.2.1 Traffic Intensity ........................................................................................................... 4-1
4.2.2 Traffic Volume ............................................................................................................. 4-2
4.2.3 Traffic Composition ..................................................................................................... 4-3
4.2.4 Temporal Variation of Traffic ...................................................................................... 4-5
4.3 Analysis of Volume Counts at Other Cordon Locations ....................................................... 4-6
4.3.1 Traffic Intensity ........................................................................................................... 4-6
4.3.2 Traffic Volume ............................................................................................................. 4-7
4.3.3 Traffic Composition ..................................................................................................... 4-7
4.3.4 Temporal Variation of Traffic ...................................................................................... 4-8
4.4 Origin - Destination (O-D) Survey Analysis for Cordon Locations ........................................ 4-9
4.4.1 Sample Size ................................................................................................................ 4-9
4.4.2 Travel Pattern of Passenger Vehicles ...................................................................... 4-10
4.4.3 Trip Purpose ............................................................................................................. 4-10
4.4.4 Trip Frequency for Passenger Vehicles ................................................................... 4-11
4.4.5 Passenger Flows at Cordon Locations ..................................................................... 4-11
4.4.6 Travel Pattern of Goods Vehicles ............................................................................. 4-12
4.4.7 Trip Frequency for Goods Vehicles .......................................................................... 4-13
4.5 Origin – Destination Study at Other Cordon Locations ....................................................... 4-13
4.5.1 Sample Size .............................................................................................................. 4-14
4.5.2 Travel Pattern of Passenger Vehicle Trips ............................................................... 4-14
4.5.3 Trip Purpose ............................................................................................................. 4-14
4.5.4 Trip Frequency .......................................................................................................... 4-15
4.5.5 Passenger Flows at Other Cordon Locations ........................................................... 4-15
4.5.6 Travel Pattern of Goods Vehicles ............................................................................. 4-16
4.5.7 Trip Frequency of Goods Vehicles ........................................................................... 4-16
4.6 Analysis of Screen-line Counts ........................................................................................... 4-17
4.6.1 Traffic Intensity ......................................................................................................... 4-17
4.6.2 Mode-wise Traffic Volume ........................................................................................ 4-19
4.6.3 Traffic Composition ................................................................................................... 4-20
4.6.4 Peak Hour Characteristics ........................................................................................ 4-25
4.6.5 Analysis of Vehicle Occupancy at Screen lines ....................................................... 4-27
4.6.6 Passenger Flows across Screen-lines ..................................................................... 4-27
4.7 Analysis of Mid-block Volume Counts ................................................................................ 4-29
4.7.1 Traffic Volume ........................................................................................................... 4-29
4.7.2 Traffic Composition ................................................................................................... 4-30
4.7.3 Peak Hour Characteristics ........................................................................................ 4-31
4.8 Turning Movement Counts at Intersections ........................................................................ 4-32
4.9 Household Interview Survey ............................................................................................... 4-36
4.9.1 General ..................................................................................................................... 4-36
4.9.2 Household Socio-Economic Characteristics............................................................. 4-36
4.9.3 Personal Characteristics ........................................................................................... 4-38
4.9.4 Trip Characteristics ................................................................................................... 4-39
4.10 Analysis of Parking ............................................................................................................. 4-41
4.11 Analysis of Pedestrian Counts ............................................................................................ 4-44
4.12 Analysis of Speed & Delay Survey ..................................................................................... 4-50
4.13 Analysis of Road Network Inventory Survey ....................................................................... 4-52
4.13.1 Carriageway Width ................................................................................................... 4-53
4.13.2 Encroachment on Roads .......................................................................................... 4-53
4.13.3 Right of Way (ROW) ................................................................................................. 4-54
4.13.4 Type of Pavement..................................................................................................... 4-55
4.13.5 Pavement Condition ................................................................................................. 4-55
4.13.6 Footpath Facility ....................................................................................................... 4-55
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4.13.7 On-Street Parking ..................................................................................................... 4-56

4.13.8 Street Light Facilities ................................................................................................ 4-56
4.13.9 Sign Boards .............................................................................................................. 4-57
4.13.10 Road Markings ....................................................................................................... 4-57
4.14 Terminal Survey Analysis ................................................................................................... 4-57
4.14.1 Rail Terminal ............................................................................................................. 4-57
4.14.2 Intercity Bus Terminal ............................................................................................... 4-58
4.14.3 Intracity Bus Terminal ............................................................................................... 4-59
4.15 Vehicle Operators’ Survey .................................................................................................. 4-60
4.16 Intermediate Public Transport User’s Survey ..................................................................... 4-61
4.17 Lighting Survey Analysis ..................................................................................................... 4-65
4.18 Pollution Survey Analysis .................................................................................................... 4-73
4.19 Off-street Parking Locations ............................................................................................... 4-75
Chapter 5 Service Level Benchmarks .............................................................................................. 5-1
5.1 Introduction ........................................................................................................................... 5-1
5.2 Service Level Benchmarks ................................................................................................... 5-1
5.2.1 Public Transport Facilities........................................................................................... 5-1
5.2.2 Pedestrian Infrastructure Facilities ............................................................................. 5-4
5.2.3 Non-motorized Transport (NMT) Facilities ................................................................. 5-5
5.2.4 Level of Usage of Intelligent Transport System (ITS) Facilities .................................. 5-7
5.2.5 Travel Speed (Motorized and Mass Transit) along Major Corridors .......................... 5-9
5.2.6 Availability of Parking Spaces .................................................................................. 5-10
5.2.7 Road Safety .............................................................................................................. 5-11
5.2.8 Pollution Levels ......................................................................................................... 5-12
5.2.9 Integrated Land Use Transport System .................................................................... 5-14
5.2.10 Financial Sustainability of Public Transport .............................................................. 5-16
5.3 Summary of Benchmarks.................................................................................................... 5-18
Chapter 6 Vision, Goals and Strategies ........................................................................................... 6-1
6.1 Background ........................................................................................................................... 6-1
6.2 Vision .................................................................................................................................... 6-2
6.3 Goals and Strategies ............................................................................................................ 6-2
Goal-1: Walking .................................................................................................................... 6-3
Goal-2: Cycling ..................................................................................................................... 6-5
Goal-3: Public Transportation (PT) ....................................................................................... 6-6
Goal-4: Land use .................................................................................................................. 6-8
Goal-5: Road Infrastructure ................................................................................................ 6-10
Goal-6: Parking ................................................................................................................... 6-11
Goal-7: Traffic Management Measures .............................................................................. 6-12
Goal-8: Environment and Education ................................................................................... 6-13
Chapter 7 Urban Growth Prospects ................................................................................................. 7-1
7.1 Urban Growth Pattern ........................................................................................................... 7-1
7.2 Land-use Restrictions ........................................................................................................... 7-2
7.3 Ring Roads ........................................................................................................................... 7-2
7.4 Airport Connectivity ............................................................................................................... 7-3
7.5 Transit Oriented Development (TOD) ................................................................................... 7-3
7.5.1 Metro Corridor ............................................................................................................. 7-3
7.5.2 TP Schemes along the Ring Road ............................................................................. 7-4
7.6 Growth Direction ................................................................................................................... 7-5
7.7 Planning Variables Forecast ................................................................................................. 7-8
7.7.1 Review of Past Growth ............................................................................................... 7-8
7.7.2 Population Forecast .................................................................................................... 7-9
7.7.3 Employment Forecast ............................................................................................... 7-10
Chapter 8 Travel Demand Forecast .................................................................................................. 8-1
8.1 Development of Travel Demand Model ................................................................................ 8-1
8.1.1 Modelling Framework ................................................................................................. 8-1
8.1.2 Salient Features of the Urban Transport Model ......................................................... 8-2
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8.2 Planning Period ..................................................................................................................... 8-2

8.3 Zoning ................................................................................................................................... 8-2
8.4 Network Development ........................................................................................................... 8-6
8.4.1 Highway Network ........................................................................................................ 8-6
8.4.2 Public Transport Network ......................................................................................... 8-10
8.5 Development of Matrices .................................................................................................... 8-12
8.6 Validation of Base Year Travel Demand Model .................................................................. 8-12
8.6.1 Commercial Vehicle Assignment .............................................................................. 8-13
8.6.2 Private Vehicle Assignment ...................................................................................... 8-14
8.6.3 Public Transport Assignment .................................................................................... 8-17
8.7 Calibration of the Base Year Travel Demand Model .......................................................... 8-19
8.7.1 Trip End Models ........................................................................................................ 8-20
8.7.2 Trip Distribution and Mode Choice Function ............................................................ 8-20
8.8 Base Year Travel Characteristics ....................................................................................... 8-21
8.8.1 Comparison of Travel Characteristics ...................................................................... 8-22
8.9 Travel Demand Forecast .................................................................................................... 8-28
8.9.1 Forecast Assumptions .............................................................................................. 8-28
8.10 Travel Demand Scenarios .................................................................................................. 8-28
8.11 Comparison of Travel Characteristics of Pune with Other cities ........................................ 8-38
8.12 Mobility Indicators ............................................................................................................... 8-39
Chapter 9 Urban Mobility Plan .......................................................................................................... 9-1
9.1 General ................................................................................................................................. 9-1
9.2 Integrated Land Use and Urban Mobility Plan ...................................................................... 9-1
9.3 Public Transport Improvement Plan ..................................................................................... 9-5
9.3.1 General ....................................................................................................................... 9-5
9.3.2 Exiting Public Transport Scenario .............................................................................. 9-6
9.3.3 Route Rationalization and Restructuring .................................................................... 9-9
9.3.4 Bus Augmentation .................................................................................................... 9-11
9.3.5 Bus Terminals and Depots ....................................................................................... 9-12
9.3.6 Railway Stations ....................................................................................................... 9-19
9.3.7 Formulation of Higher Order Public Transport Network ........................................... 9-20
9.3.8 Airport Connectivity................................................................................................... 9-31
9.3.9 Multi-Modal Integration ............................................................................................. 9-33
9.4 Road Network Development Plan ....................................................................................... 9-38
9.4.1 Ring Roads ............................................................................................................... 9-38
9.4.2 Road Widening Proposals ........................................................................................ 9-42
9.4.3 Grade Separator (ROB/ RUB) at Level Crossing ..................................................... 9-43
9.4.4 Grade Separators for Junctions ................................................................................ 9-44
9.4.5 Undeveloped Development Plan Roads ................................................................... 9-45
9.4.6 Development of New Bridges ................................................................................... 9-46
9.4.7 Development of Mobility Corridors ........................................................................... 9-48
9.5 NMT Improvement Plan ...................................................................................................... 9-50
9.5.1 Efforts by PMC to Improve NMT Infrastructure ........................................................ 9-52
9.5.2 Efforts by PCMC ....................................................................................................... 9-53
9.5.3 Proposals for Pedestrian Footpath ........................................................................... 9-53
9.5.4 Pedestrians Grade Separated Facilities ................................................................... 9-56
9.5.5 Pedestrian Crosswalks ............................................................................................. 9-58
9.5.6 Pedestrian Priority Streets ........................................................................................ 9-63
9.5.7 Pedestrianisation ...................................................................................................... 9-66
9.5.8 Bicycle Tracks ........................................................................................................... 9-70
9.5.9 Public Bike Sharing Scheme (PBS) .......................................................................... 9-73
9.6 Freight Movement Plan and Truck Terminals ..................................................................... 9-79
9.7 Railway Proposals .............................................................................................................. 9-81
9.7.1 Rail Terminals ........................................................................................................... 9-82
9.7.2 Bypass Rail line connecting Talegaon with Daund .................................................. 9-82
9.8 Mobility Management Measures ......................................................................................... 9-85
9.8.1 Parking Strategy ....................................................................................................... 9-86
9.8.2 Road Markings, Signage and Street Lighting ........................................................... 9-89
9.8.3 Intersection Improvements ....................................................................................... 9-97
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9.8.4 Signalisation of Junctions ......................................................................................... 9-99

9.8.5 Traffic Calming Measures ....................................................................................... 9-102
9.8.6 IPT Management .................................................................................................... 9-103
9.8.7 Hawker Management.............................................................................................. 9-105
9.8.8 Use of ITS ............................................................................................................... 9-108
9.9 Fiscal measures ................................................................................................................ 9-109
9.10 Mobility improvement measures and NUTP objectives .................................................... 9-110
Chapter 10 Preliminary Social and Environmental Impact Assessment .................................. 10-1
10.1 Introduction ......................................................................................................................... 10-1
10.2 Preliminary Social Impact Assessment ............................................................................... 10-1
10.3 Preliminary Environmental Impact Assessment ................................................................. 10-3
10.3.1 Air Pollution ............................................................................................................... 10-3
10.3.2 Ambient Air Quality ................................................................................................... 10-5
10.3.3 Noise Pollution .......................................................................................................... 10-6
10.3.4 Ambient Noise Levels ............................................................................................... 10-6
10.4 Preliminary Environmental Impact Assessment ................................................................. 10-7
10.5 Emerging Sustainable Solutions ......................................................................................... 10-9
10.5.1 Ethanol .................................................................................................................... 10-10
10.5.2 Biodiesel ................................................................................................................. 10-10
10.5.3 Electric Vehicles ..................................................................................................... 10-10
10.5.4 Cab and Bus Aggregators ...................................................................................... 10-11
10.6 Conclusions....................................................................................................................... 10-13
Chapter 11 Cost Estimates .............................................................................................................. 11-1
Chapter 12 Resource Mobilisation ................................................................................................. 12-1
12.1 General ............................................................................................................................... 12-1
12.2 Finances of PMC and PCMC .............................................................................................. 12-1
12.2.1 Budget of PMC ......................................................................................................... 12-1
12.2.2 Revenue Income, Expenditure and Surplus of PMC ................................................ 12-2
12.2.3 Budget of PCMC ....................................................................................................... 12-4
12.2.4 Revenue Income, Expenditure and Surplus of PCMC ............................................. 12-4
12.2.5 Conclusions .............................................................................................................. 12-5
12.3 Financing of Urban Transport ............................................................................................. 12-6
12.3.1 Urban Transport Fund (UTF) .................................................................................... 12-8
12.3.2 Public Private Partnership (PPP) ............................................................................ 12-11
12.3.3 Government Source of Funding ............................................................................. 12-13
Chapter 13 Institutional Measures .................................................................................................. 13-1
13.1 General ............................................................................................................................... 13-1
13.2 Existing Institutional Arrangement in Pune Urban Area (PMR) .......................................... 13-1
13.2.1 PMRDA ..................................................................................................................... 13-2
13.2.2 Pimpri-Chinchwad New Town Development Authority (PCNTDA)........................... 13-2
13.2.3 MIDC ......................................................................................................................... 13-3
13.2.4 PMC and PCMC ....................................................................................................... 13-3
13.2.5 PWD.......................................................................................................................... 13-3
13.2.6 MSRDC ..................................................................................................................... 13-3
13.2.7 PMPML ..................................................................................................................... 13-3
13.2.8 Maha Metro ............................................................................................................... 13-4
13.2.9 Regional Transport Office (RTO) .............................................................................. 13-4
13.2.10Traffic Police ........................................................................................................... 13-4
13.2.11State Pollution Control Board ................................................................................. 13-4
13.3 Suggested Institutional Improvements ................................................................................ 13-5
13.3.1 Unified Metropolitan Transport Authority at Metropolitan Area level ........................ 13-5
Chapter 14 Implementation Plan..................................................................................................... 14-1
14.1 Short, Medium and Long Term Proposals .......................................................................... 14-1
14.2 Phasing of Projects ............................................................................................................. 14-2
14.3 Implementing Agencies ....................................................................................................... 14-2
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LIST OF FIGURES
Figure 1-1: Study Area Map ................................................................................................................. 1-3
Figure 2-1: Administrative Boundaries of Study Area .......................................................................... 2-1
Figure 2-2: Regional Transport Network Map of Study Area ............................................................... 2-3
Figure 2-3: Population Growth Trends in PMC and PCMC ................................................................. 2-4
Figure 2-4: Decadal Population Growth Rates in PMC and PCMC ..................................................... 2-4
Figure 2-5: Current Ward-wise Population Density of PMC ................................................................. 2-5
Figure 2-6: Current Ward-wise Population Density of PCMC .............................................................. 2-5
Figure 2-7: Current Population Density in the Study Area ................................................................... 2-6
Figure 2-8: Sex Ratio for PMC and PCMC .......................................................................................... 2-6
Figure 2-9: Age-Sex Pyramid for PMC ................................................................................................. 2-8
Figure 2-10: Age-Sex Pyramid for PCMC ............................................................................................ 2-8
Figure 2-11: Employment Density (2018) Map of the Study Area ..................................................... 2-10
Figure 2-12: Land use Distribution – Pune City ................................................................................. 2-11
Figure 2-13: Existing Land use of PMC ............................................................................................. 2-12
Figure 2-14: Future Growth Direction of PMC .................................................................................... 2-13
Figure 2-15: Existing Land use Map of PCMC ................................................................................... 2-15
Figure 2-16: Sectoral Share of Economy of Maharashtra .................................................................. 2-17
Figure 2-17: Map Showing Industrial Areas in and around PMR ....................................................... 2-21
Figure 2-18: Tourist locations in the study area ................................................................................. 2-25
Figure 2-19: Valid Vehicle Permits in PMC & PCMC ......................................................................... 2-27
Figure 2-20: Road Accidents Trends in Pune .................................................................................... 2-28
Figure 2-21: Identified Black Spots in Pune ....................................................................................... 2-31
Figure 2-22: MSRTC Buses ............................................................................................................... 2-32
Figure 2-23: PMPML Buses ............................................................................................................... 2-33
Figure 2-24: Pune BRTS .................................................................................................................... 2-35
Figure 2-25: Operational BRTS Corridors in the Study Area ............................................................. 2-36
Figure 2-26: Map of Pune Railway Division ....................................................................................... 2-37
Figure 2-27: Route Map of Pune Metro Rail Project .......................................................................... 2-38
Figure 2-28: IPT Services in Pune ..................................................................................................... 2-39
Figure 2-29: Auto-Rickshaw stand zones for PMC and PCMC ......................................................... 2-40
Figure 2-30: Auto rickshaw stands in Pune ........................................................................................ 2-41
Figure 2-31: Historical values of SOX Levels in PMC ........................................................................ 2-41
Figure 2-32: Historical values of NOX Levels in PMC....................................................................... 2-41
Figure 2-33: Historical values of PM10 in PMC ................................................................................ 2-42
Figure 2-34: Historical values of PM2.5 in PMC ............................................................................... 2-42
Figure 2-35: Noise Levels in Commercial Area (dB) in Pune ............................................................ 2-43
Figure 2-36: Noise Levels in Residential Area (dB) in Pune .............................................................. 2-44
Figure 2-37: Noise Levels in Silence Zone (dB) in Pune ................................................................... 2-44
Figure 3-1: Overview of various Traffic surveys carried out for CMP .................................................. 3-1
Figure 3-2: Cordon Survey Locations .................................................................................................. 3-3
Figure 3-3: Other Cordon Survey Locations in Rest of PMR area ....................................................... 3-4
Figure 3-4: Screen-line Survey Locations in Rest of PMR area .......................................................... 3-7
Figure 3-5: Screen-line Survey Locations in PMC and PCMC ............................................................ 3-7
Figure 3-6: Mid-Block Survey Locations in Study Area ........................................................................ 3-9
Figure 3-7: Turning Movement Count Locations in PMC and PCMC ................................................ 3-14
Figure 3-8: Turning Movement Count Locations in Rest of PMR area .............................................. 3-14
Figure 3-9: Terminal Survey Locations in Study Area........................................................................ 3-16
Figure 3-10: Pedestrian Survey Locations in PMC ............................................................................ 3-19
Figure 3-11: Pedestrian Survey Locations in PCMC.......................................................................... 3-19
Figure 3-12: Pedestrian Count Locations in Rest of PMR area ......................................................... 3-20
Figure 3-13: On-Street Parking Locations in PMC ............................................................................. 3-22
Figure 3-14: On Street Parking Locations in PCMC .......................................................................... 3-22
Figure 3-15: Parking Survey Locations in Rest of PMR area ............................................................ 3-23
Figure 3-16: Approach and Methodology adopted for Conducting Household Survey...................... 3-25
Figure 4-1: Location-wise intensity (PCU) and share on Cordon Locations ........................................ 4-2
Figure 4-2: Average Traffic Composition at Cordon Locations ............................................................ 4-4
Figure 4-3: Hourly Variation of Traffic at major Cordon Locations ....................................................... 4-5
Figure 4-4: Location-wise intensity (PCU) and share on other Cordon Locations ............................... 4-6
Figure 4-5: Average Traffic Composition at Other Cordon Locations .................................................. 4-8
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Figure 4-6: Hourly Variation of Traffic at major Cordon Locations ....................................................... 4-9
Figure 4-7: Average Composition of Vehicles at Screen lines ........................................................... 4-24
Figure 4-8: Average Traffic Composition at Mid-block Locations ...................................................... 4-31
Figure 4-9: Peak Hour Turning Volume at Major Intersections .......................................................... 4-35
Figure 4-10: Peak Hour Pedestrian Volume at Critical Locations ...................................................... 4-49
Figure 4-11: Age of Vehicles .............................................................................................................. 4-60
Figure 4-12: Age-group of IPT Users ................................................................................................. 4-62
Figure 4-13: Income levels of IPT users ............................................................................................ 4-62
Figure 4-14: Trip Purpose of IPT users .............................................................................................. 4-62
Figure 4-15: Access Distance to IPT .................................................................................................. 4-63
Figure 4-16: Trip Distance of IPT users ............................................................................................. 4-63
Figure 4-17: Trip Cost by IPT ............................................................................................................. 4-64
Figure 4-18: Issues with IPT Services ................................................................................................ 4-64
Figure 4-19: Suggestions to Improve the Public Transport (Bus) ...................................................... 4-65
Figure 7-1: Chronological Urban Expansion of Pune ........................................................................... 7-1
Figure 7-2: Land-use restrictions impacting the growth direction and transport corridors ................... 7-2
Figure 7-3: Map showing Proposed Ring roads and some of the identified TP Schemes .................. 7-5
Figure 7-4: Growth Direction of Pune ................................................................................................... 7-7
Figure 8-1: Four Stage Travel Demand Model ..................................................................................... 8-1
Figure 8-2: Zone Map ........................................................................................................................... 8-3
Figure 8-3: Zone Map-PMC .................................................................................................................. 8-4
Figure 8-4: Zone Map - PCMC ............................................................................................................. 8-5
Figure 8-5: Coded Highway Network(PMC) ......................................................................................... 8-8
Figure 8-6: Coded Highway Network(PCMC) ...................................................................................... 8-9
Figure 8-7: Base Year Public Transport Network ............................................................................... 8-11
Figure 8-8: Validation Process ........................................................................................................... 8-13
Figure 8-9: Calibration Process .......................................................................................................... 8-20
Figure 8-10: Base Year Travel Demand Model .................................................................................. 8-22
Figure 8-11: Comparison of Trip Length Distribution ......................................................................... 8-23
Figure 8-12: Base Year 2018 – Volume over Capacity Ratio ............................................................ 8-24
Figure 8-13: Traffic Flow along Major Corridors for Base Year 2018 ................................................ 8-25
Figure 8-14: Public Transit Flow along Major Corridors for Base Year 2018..................................... 8-26
Figure 8-15: Desire Line Diagram – (Mode-wise) for Base Year 2018 .............................................. 8-27
Figure 8-16: Volume over Capacity Ratio 2038 ................................................................................. 8-31
Figure 8-17: Traffic Flow – Business-As-Usual Scenario 2038 ......................................................... 8-32
Figure 8-18: Public Transit Flow – Business-As-Usual Scenario 2038 .............................................. 8-33
Figure 8-19: Desire Line Diagram – Mode-wise – Business-As-Usual Scenario 2038...................... 8-34
Figure 8-20: Traffic Flow – Sustainable Urban Scenario 2038 .......................................................... 8-35
Figure 8-21: Public Transit Flow – Sustainable Urban Scenario 2038 .............................................. 8-36
Figure 8-22: Desire Line Diagram – Mode-wise – Sustainable Urban Scenario 2038 ...................... 8-37
Figure 9-1: Sustainable Transport – Integration of Land-Use and Transport ...................................... 9-2
Figure 9-2: Proposed Ring Road and TP Scheme Maps ..................................................................... 9-5
Figure 9-3: Existing and Committed BRTS Corridors in the Study Area.............................................. 9-8
Figure 9-4: Catchment Area of PMPML Bus in the Study Area ......................................................... 9-10
Figure 9-5: Map of PMPML Bus Frequency and Population .............................................................. 9-10
Figure 9-6: Map of PMPML Bus Frequency and Employment ........................................................... 9-11
Figure 9-7: Existing PMPML Bus Terminals in the Study Area .......................................................... 9-13
Figure 9-8: Proposed PMPML Bus Terminals in the Study area ....................................................... 9-15
Figure 9-9: Existing PMPML Bus Depots in the Study Area .............................................................. 9-16
Figure 9-10: Proposed PMPML Bus Depots ...................................................................................... 9-17
Figure 9-11: Existing and Proposed Inter-city Bus Terminals in the Study Area ............................... 9-19
Figure 9-12: Recommended Metro Corridors in 2028........................................................................ 9-24
Figure 9-13: Recommended Mass Transport Corridors in 2028 ........................................................ 9-25
Figure 9-14: Recommended Metro Corridors in 2038........................................................................ 9-27
Figure 9-15: Recommended Mass Transport Corridors in 2038 ........................................................ 9-28
Figure 9-16: Road Connectivity to Proposed Airport.......................................................................... 9-32
Figure 9-17: Airport Connectivity from Major Nodes of the study Area.............................................. 9-33
Figure 9-18: Map showing Proposed Multi-Modal Integration Hubs and Transfer stations ............... 9-36
Figure 9-19: Ring Road Alignment (as per DPR) ............................................................................... 9-39
Figure 9-20: Recommended Ring road alignment ............................................................................. 9-40
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Page vii
Figure 9-21: Conceptual Alignment of Intermediate Ring Road ........................................................ 9-41

Figure 9-22: Proposed Roads for Widening ....................................................................................... 9-43
Figure 9-23: Proposed Grade Separators at Level Crossings ........................................................... 9-44
Figure 9-24: Proposed Location for Grade Separators ...................................................................... 9-45
Figure 9-25: Locations of Proposed Bridges in PMC ......................................................................... 9-47
Figure 9-26: Locations of Proposed Bridges in PCMC ...................................................................... 9-47
Figure 9-27: Proposed Mobility Corridors in PMC.............................................................................. 9-48
Figure 9-28: Proposed Mobility Corridors in PCMC ........................................................................... 9-49
Figure 9-29: Typical Cross-section of Mobility Corridor ..................................................................... 9-50
Figure 9-30: Footpath categorisation based on width (in PMC) ......................................................... 9-51
Figure 9-31: Footpath categorisation based on width (in PCMC) ...................................................... 9-51
Figure 9-32: Roads identified for provision of Footpath in PMC ........................................................ 9-55
Figure 9-33: Roads identified for provision of Footpath in PCMC ...................................................... 9-55
Figure 9-34: Roads identified for Raised Pedestrian Crosswalks in PMC ......................................... 9-59
Figure 9-35: Roads identified for Raised Pedestrian Crosswalks in PCMC ...................................... 9-60
Figure 9-36: Roads identified for Zebra Crossing with Rumble Strips in PMC .................................. 9-62
Figure 9-37: Roads identified for Zebra Crossing with Rumble Crossings in PCMC ......................... 9-63
Figure 9-38: Identified Pedestrian Priority Streets in PMC ................................................................ 9-65
Figure 9-39: Identified Pedestrian Priority Streets in PCMC .............................................................. 9-65
Figure 9-40: Phule Mandai Market area recommendations for Pedestrianisation ............................. 9-67
Figure 9-41: Details of Streets being implemented by PMC as per Urban Street Design Guidelines 9-69
Figure 9-42: Proposed Bicycle Track Network in PMC ...................................................................... 9-71
Figure 9-43: Proposed Bicycle Track Network in PCMC ................................................................... 9-72
Figure 9-44: Typical View of Segregated Non-Motorised Vehicular (Bicycle) Lane .......................... 9-73
Figure 9-45: Four Lane Divided Road with either side Bicycle Track ................................................ 9-73
Figure 9-46: Four Lane Divided Road with one side Bicycle Track ................................................... 9-73
Figure 9-47: Bicycle Docking Stations in Pune .................................................................................. 9-74
Figure 9-48: Phase-1 of Pune PBS .................................................................................................... 9-75
Figure 9-49: Existing dock-less stations under PEDL in PMC (Zoomcar) ......................................... 9-76
Figure 9-50: Existing dock-less stations under PEDL in PCMC (Zoomcar) ....................................... 9-77
Figure 9-51: Concept of Urban Freight Management ........................................................................ 9-79
Figure 9-52: Proposed Truck Terminals ............................................................................................. 9-81
Figure 9-53: Conceptual Bypass Railway Line .................................................................................. 9-84
Figure 9-54: Proposed Railway Sidings by Central Railways ............................................................ 9-84
Figure 9-55: Roads identified for Street Lighting................................................................................ 9-94
Figure 9-56: Roads identified for Road Markings (PMC) ................................................................... 9-95
Figure 9-57: Roads identified for Road Markings (PCMC)................................................................. 9-95
Figure 9-58: Roads identified for Signages in PMC ........................................................................... 9-96
Figure 9-59: Roads identified for Signages in PCMC ........................................................................ 9-96
Figure 9-60 Junctions identified for Improvement .............................................................................. 9-99
Figure 9-61: Roads in PMC where Encroachments shall be removed ............................................ 9-106
Figure 9-62: Roads in PCMC where Encroachments shall be removed.......................................... 9-107
Figure 9-63: Footpaths in PMC where Encroachments shall be removed ...................................... 9-107
Figure 9-64: Footpaths in PCMC where Encroachments shall be removed .................................... 9-108
Figure 9 65: Technological Transitions ............................................................................................ 9-109
Figure 10-1: Flowchart showing how Taxi Aggregators work .......................................................... 10-11
Figure 12-1: Sources share of Revenue Income of PMC (2017-18).................................................. 12-3
Figure 12-2: Sources share of Revenue Income of PCMC (2017-18) ............................................... 12-5
Figure 12-3: Sources for Financing Urban Transport......................................................................... 12-6
LIST OF TABLES
Table 2-1: Distribution of Population by Age and Sex in PMC and PCMC .......................................... 2-7
Table 2-2: Literate population of PMC and PCMC ............................................................................... 2-9
Table 2-3: Household size in PMC and PCMC .................................................................................... 2-9
Table 2-4: Working Population in PMC and PCMC ............................................................................. 2-9
Table 2-5: Work Force Participation Rate (WFPR) ............................................................................ 2-10
Table 2-6: Land use of PMC .............................................................................................................. 2-11
Table 2-7: Proposed Land use of PMC for 2027 by DP (2007-2027) ................................................ 2-12
Table 2-8: Land use of PCMC ............................................................................................................ 2-14
Table 2-9: Proposed Land use for the extended areas ...................................................................... 2-15
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Page viii
Table 2-10: GSVA at basic prices industry wise & GSDP at Market Prices (2011-12)...................... 2-17
Table 2-11: Region wise information of Udyog Aadhaar MSMEs (Dec 2017) ................................... 2-18
Table 2-12: Industrial Units in MIDC (as on March, 2017) ................................................................. 2-19
Table 2-13: Gross District Value Added At Constant Prices (2011-12) (In Crore Rs.) ...................... 2-19
Table 2-14: Details of Road Network in Pune District ........................................................................ 2-19
Table 2-15: Industrial Areas in Pune Metropolitan Area .................................................................... 2-20
Table 2-16: GDP (in billion dollars) of various Indian Cities ............................................................... 2-22
Table 2-17: Particulars of Schools and Colleges ............................................................................... 2-22
Table 2-18: Category-wise Colleges in Pune District ......................................................................... 2-23
Table 2-19: Students and Teachers in Pune District (Schools) ......................................................... 2-23
Table 2-20: Students and Teachers in Pune District (Private Colleges) ............................................ 2-23
Table 2-21: Tourist Locations in the Study Area ................................................................................ 2-24
Table 2-22: Summary of Secondary Data Collected .......................................................................... 2-25
Table 2-23: Past trend in the vehicle population in PMC and PCMC ................................................ 2-26
Table 2-24: Accident Trend of Road Accidents in Pune (2013-17).................................................... 2-27
Table 2-25: Gender-wise Accident Severity ....................................................................................... 2-28
Table 2-26: Mode-wise Total Collisions Recorded – Vehicles involved............................................. 2-29
Table 2-27: Mode-wise Road Accident Victims (Fatal) ...................................................................... 2-29
Table 2-28: Black Spots in Pune City (2012-17) ................................................................................ 2-30
Table 2-29: Trends of Passengers Travelling by ST Buses in Pune District ..................................... 2-32
Table 2-30: Past Trends of PMPML Passengers ............................................................................... 2-33
Table 2-31: Categorisation of Bus Routes under PMPML ................................................................. 2-33
Table 2-32: Bus Routes Details for Various Depots under PMPML .................................................. 2-34
Table 2-33: Pune BRTS Corridors ..................................................................................................... 2-35
Table 2-34: Daily and Annual Railway Commuters in Pune .............................................................. 2-36
Table 2-35: Approved Pune Metro Corridors ..................................................................................... 2-38
Table 2-36: IPT Permits in PMC and PCMC ...................................................................................... 2-39
Table 2-37: Zone-wise Rickshaw stands allotted ............................................................................... 2-39
Table 2-38: Concentration of Air Pollutants in PCMC from April 2017 to March 2018 ...................... 2-42
Table 2-39: Concentration of Air Pollutants at Moshi Garbage Depot ............................................... 2-43
Table 2-40: Noise Levels at various locations in PCMC .................................................................... 2-44
Table 2-41: List of Past Reports ......................................................................................................... 2-45
Table 3-1: Details of the Primary Surveys carried out for Preparation of CMP ................................... 3-1
Table 3-2: List of Cordon Survey Locations ......................................................................................... 3-2
Table 3-3: List of Other Cordon Survey Locations ............................................................................... 3-4
Table 3-4: List of Screen-line Survey Locations ................................................................................... 3-5
Table 3-5: List of Mid – Blocks Survey Locations ................................................................................ 3-8
Table 3-6: List of Vehicle Occupancy Survey Locations .................................................................... 3-10
Table 3-7: List of Turning Movement Count Survey Locations .......................................................... 3-12
Table 3-8: List of Terminal Survey Locations ..................................................................................... 3-15
Table 3-9: List of Pedestrian Survey Locations .................................................................................. 3-17
Table 3-10: List of On-Street Parking Survey Locations .................................................................... 3-21
Table 4-1: Daily Traffic at Cordon Locations ........................................................................................ 4-1
Table 4-2: Mode-wise Traffic Volume at Cordon Locations ................................................................. 4-2
Table 4-3: Composition of Traffic at Cordon Locations ........................................................................ 4-3
Table 4-4: Peak Hour Traffic at Cordon Locations ............................................................................... 4-5
Table 4-5: Daily Traffic at Other Cordon Locations .............................................................................. 4-6
Table 4-6: Mode-wise Traffic Volume at Cordon Locations ................................................................. 4-7
Table 4-7: Composition of Traffic at Other Cordon Locations .............................................................. 4-7
Table 4-8: Peak Hour Traffic at Other Cordon Locations ..................................................................... 4-9
Table 4-9: Travel Pattern of Passenger Vehicle at Cordon Location ................................................. 4-10
Table 4-10: Trip Purpose by Mode at Cordon Locations ................................................................... 4-10
Table 4-11: Mode-wise Distribution of Trip Frequency for Passenger Vehicles at Cordon Location 4-11
Table 4-12: Occupancy factors Obtained at Cordon Location ........................................................... 4-11
Table 4-13: Vehicular and Passenger Flow at Cordon Locations ...................................................... 4-12
Table 4-14: Travel Pattern of Goods Vehicle at Cordon Locations .................................................... 4-13
Table 4-15: Mode-wise Distribution of Trip Frequency for Goods Vehicle at Cordon Locations ....... 4-13
Table 4-16: Travel Pattern of Passenger Vehicle at Other Cordon Locations ................................... 4-14
Table 4-17: Mode-wise Distribution of Trip Purpose at Other Cordon Location ................................ 4-14
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Page ix
Table 4-18: Mode-wise Distribution of Trip Frequency for Passenger Vehicles at Other Cordon
Location .............................................................................................................................................. 4-15
Table 4-19: Occupancy factors Obtained at Other Cordon Location ................................................. 4-15
Table 4-20: Vehicular and Passenger Flow at Other Cordon Location.............................................. 4-15
Table 4-21: Travel Pattern of Goods Vehicle at Other Cordon Location ........................................... 4-16
Table 4-22: Mode-wise Distribution of Trip Frequency for Goods Vehicle at Other Cordon Locations .....
............................................................................................................................................................ 4-17
Table 4-23: Location-wise Traffic on Screen-lines for 16 hr Duration ................................................ 4-17
Table 4-24: Traffic Volume at Screen-line Locations ......................................................................... 4-19
Table 4-25: Composition of Traffic at Screen-line Locations ............................................................. 4-22
Table 4-26: Peak Hour Traffic at Screen-line Locations .................................................................... 4-25
Table 4-27: Occupancy Factors arrived at Screen lines in Peak and Off-Peak Periods ................... 4-27
Table 4-28: Total Passenger Vehicles and Passengers at Screen-lines ........................................... 4-27
Table 4-29: Location wise Traffic on Mid-block Locations ................................................................. 4-29
Table 4-30: Composition of Traffic at Mid-block Locations ................................................................ 4-30
Table 4-31: Peak Hour Traffic at Mid-block Locations ....................................................................... 4-31
Table 4-32: Peak Hour Traffic at Major Intersections......................................................................... 4-32
Table 4-33: Comparison between Household Survey Result and 2011 Census Data ...................... 4-36
Table 4-34: Distribution of households by Size .................................................................................. 4-36
Table 4-35: Distribution of households by Income ............................................................................. 4-37
Table 4-36: Distribution of Vehicle Ownership ................................................................................... 4-37
Table 4-37: Distribution of Population by Education Level ................................................................ 4-38
Table 4-38: Distribution of Population by Employment ...................................................................... 4-39
Table 4-39: Mode–Wise Distribution of Trips ..................................................................................... 4-40
Table 4-40: Distribution of Trips by Purpose ...................................................................................... 4-40
Table 4-41: Mode-wise Trip Length (km) Details ............................................................................... 4-40
Table 4-42: Equivalent Car Space (ECS) units for various Modes of Vehicles ................................. 4-41
Table 4-43: Parking Accumulation at Various On-street Parking Locations ...................................... 4-42
Table 4-44: Parking Characteristics based on Parking Duration at Various Locations ..................... 4-43
Table 4-45: Pedestrian Movement at Critical Locations .................................................................... 4-44
Table 4-46: Average Speeds on Major Road Networks ..................................................................... 4-50
Table 4-47: Details of Road Network Inventory ................................................................................. 4-52
Table 4-48: Details of Classification of Roads by Type ..................................................................... 4-52
Table 4-49: Distribution of Road Length by Carriageway .................................................................. 4-53
Table 4-50: Distribution of Road Length by Type of Carriageway ..................................................... 4-53
Table 4-51: Distribution of Road Length by Encroachment on Roads ............................................... 4-53
Table 4-52: Distribution of Road Length by Encroachment Type ...................................................... 4-54
Table 4-53: Distribution of Road Length by Right of Way .................................................................. 4-54
Table 4-54: Distribution of Road Length by Type of Pavement ......................................................... 4-55
Table 4-55: Distribution of Road Length by Pavement Condition ...................................................... 4-55
Table 4-56: Distribution on Availability of Footpath ............................................................................ 4-56
Table 4-57: Distribution of Road Length by Occurrence of On Street Parking .................................. 4-56
Table 4-58: Distribution of Road Length by Availability of Street Light Facility .................................. 4-56
Table 4-59: Distribution of Road Length by Condition of Sign Boards............................................... 4-57
Table 4-60: Distribution of Road Length by Availability of Road Markings ........................................ 4-57
Table 4-61: Daily Railway Passenger Trips ....................................................................................... 4-58
Table 4-62: Details of Access and Egress mode of Railway Passengers ......................................... 4-58
Table 4-63: Daily Passenger Trips at Intercity Bus Terminals ........................................................... 4-58
Table 4-64: Details of Access and Egress mode of Intercity Bus Passengers .................................. 4-59
Table 4-65: Daily Passenger Trips at Intercity Bus Terminals ........................................................... 4-59
Table 4-66: Details of Access and Egress mode of Intracity Bus Passengers .................................. 4-59
Table 4-67: Operational Characteristics of various Types of Vehicles .............................................. 4-61
Table 4-68: Recommended levels of LUX values for Carriageway ................................................... 4-65
Table 4-69: Average Luminance levels on Carriageway in the Study Area ....................................... 4-66
Table 4-70: Average Luminance levels on Footpath in the Study Area ............................................. 4-70
Table 4-71: National Ambient Air Quality Standards (NAAQS) ......................................................... 4-73
Table 4-72: CPCB Standards as per Noise Pollution Rules - 2009 ................................................... 4-73
Table 4-73: Results of Air Pollution Survey Results at Selected Locations ....................................... 4-74
Table 4-74: Noise Pollution at Various Survey Locations .................................................................. 4-75
Table 4-75: Details of Off-Street Parking Facilities in PMC ............................................................... 4-75
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Page x
Table 5-1: Reference Table for Computing Overall Level of PT Facilities ........................................... 5-3
Table 5-2: Reference Table for Computing Overall Level of Pedestrian Infrastructure Facilities ........ 5-5
Table 5-3: Reference Table for Computing Overall Level of NMT Facilities ........................................ 5-6
Table 5-4: Reference Table for Computing Overall Level of ITS Facilities .......................................... 5-8
Table 5-5: Reference Table for Computing Overall Level of Travel Speed ....................................... 5-10
Table 5-6: Reference Table for Computing Overall Level of Parking Space ..................................... 5-11
Table 5-7: Reference Table for Computing Overall Level of Road Safety City-wide ......................... 5-12
Table 5-8 : Reference Table for Computing Pollution Levels ............................................................ 5-13
Table 5-9: Details of Pollutant Levels in Pune urban area ................................................................. 5-13
Table 5-10: Reference Table for Computing Overall Level of Service for Pollution .......................... 5-13
Table 5-11: Reference Table for Computing Overall Level of Service for Integrated Land use Transport
System ................................................................................................................................................ 5-16
Table 5-12: Reference Table for Computing Overall Level of Service for Financial sustainability of
public transport system ...................................................................................................................... 5-17
Table 5-13: Summary of Benchmarks ................................................................................................ 5-18
Table 6-1: Sustainable Transport Goals of Comprehensive Mobility Plan........................................... 6-2
Table 7-1: Growth Direction based on Real Estate Activity ................................................................. 7-6
Table 7-2: Past Trends of Population in the Study Area ...................................................................... 7-9
Table 7-3: Decadal Increase of Population in the Study Area ............................................................. 7-9
Table 7-4: Decadal Growth Rate of Population in the Study Area ....................................................... 7-9
Table 7-5: Population Forecast .......................................................................................................... 7-10
Table 7-6: Employment Forecast ....................................................................................................... 7-10
Table 8-1:Salient Features of Coded Highway Network ...................................................................... 8-6
Table 8-2: Development of Matrices .................................................................................................. 8-12
Table 8-3: Summary of Base Year Daily Travel Demand .................................................................. 8-12
Table 8-4: Commercial Vehicle Validation at Cordon Locations ........................................................ 8-14
Table 8-5: Private Vehicle Validation at Cordon Locations ................................................................ 8-14
Table 8-6: Private Vehicle Validation at Screen-line Locations ......................................................... 8-15
Table 8-7: Private Vehicle Validation at Junctions ............................................................................. 8-15
Table 8-8: Public Transport Validation at Cordon Locations .............................................................. 8-18
Table 8-9: Public Transport Validation at Screen-line Locations ....................................................... 8-18
Table 8-10: Public Transport Validation at Junctions ......................................................................... 8-18
Table 8-11: Trip End Model ................................................................................................................ 8-20
Table 8-12: Mode-Wise Calibrated Parameters for Trip Distribution and Mode Choice .................... 8-21
Table 8-13: Comparison of Mode share and Average Trip Length .................................................... 8-22
Table 8-14: Base year Travel Characteristics .................................................................................... 8-23
Table 8-15: Business-As-Usual Scenario .......................................................................................... 8-29
Table 8-16: Sustainable Urban Scenario ........................................................................................... 8-29
Table 8-17: Comparison of Travel Characteristics of Pune with other cities ..................................... 8-38
Table 8-18: Mobility Indicators for BAU and Sustainable Transport Scenarios ................................. 8-39
Table 9-1: FSI proposed along Metro/BRTS corridors in Pune ........................................................... 9-4
Table 9-2: Desired Share of Public Transportation as per URDPFI Guidelines .................................. 9-6
Table 9-3: BRTS Corridors ................................................................................................................... 9-7
Table 9-4: Fleet Estimation ................................................................................................................ 9-11
Table 9-5: Existing PMPML Bus Terminals ........................................................................................ 9-12
Table 9-6: Proposals for Existing PMPML Bus Terminals ................................................................. 9-13
Table 9-7: Locations of Proposed PMPML Bus Terminals ................................................................ 9-14
Table 9-8: Existing PMPML depots in the study area ........................................................................ 9-15
Table 9-9: Proposed Bus Depots ....................................................................................................... 9-16
Table 9-10: Details of Intercity Bus Terminals in the Study area ....................................................... 9-17
Table 9-11: List of Inter-city Bus terminals identified for redevelopment ........................................... 9-18
Table 9-12: Proposed Intercity Bus Terminal Locations .................................................................... 9-18
Table 9-13: List of Railway Stations identified for redevelopment or SATIS ..................................... 9-19
Table 9-14: Guidelines for Selection of Mass Rapid Transit System ................................................. 9-20
Table 9-15 : Capacity of Mass Transit Systems considered .............................................................. 9-21
Table 9-16: Features of BRTS ........................................................................................................... 9-21
Table 9-17: Recommended Public Transport Network and System (2028) ...................................... 9-23
Table 9-18: Recommended Integrated Public Transport Network and System (2038) ..................... 9-26
Table 9-19: Details of Proposed Multi-modal Hubs............................................................................ 9-35
Table 9-20: Details of Proposed Multi-modal Transfer Stations ........................................................ 9-35
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Page xi
Table 9-21: Peak Hour Traffic on various sections of Ring Road ...................................................... 9-39
Table 9-22: Details of Ring Roads ..................................................................................................... 9-41
Table 9-23: List of Proposed Roads for Widening ............................................................................. 9-42
Table 9-24: List of locations identified for construction of ROB/RUB ................................................. 9-43
Table 9-25: List of ROBs/RUBs which needs up-gradation ............................................................... 9-43
Table 9-26: Proposed Grade Separators at Junctions ....................................................................... 9-44
Table 9-27: List of Undeveloped Development Plan Roads .............................................................. 9-46
Table 9-28: Locations for Development of New Bridges .................................................................... 9-46
Table 9-29: Width of Footpath based on the adjacent Land-use ....................................................... 9-53
Table 9-30: List of Roads identified for Footpath Construction in PMC ............................................. 9-53
Table 9-31: List of Roads identified for Footpath Construction in PCMC .......................................... 9-54
Table 9-32: List of Pedestrian Grade Separators proposed in PMC.................................................. 9-56
Table 9-33: List of Pedestrian Grade Separators proposed in PCMC ............................................... 9-57
Table 9-34: List of Pedestrian Grade Separators proposed in Rest of the Study Area ..................... 9-57
Table 9-35: List of Locations identified for Raised Pedestrian Crosswalk ......................................... 9-58
Table 9-36: List of Roads identified for Zebra Crossings with Rumble Strips .................................... 9-60
Table 9-37: List of Pedestrian Priority Streets in PMC and PCMC .................................................... 9-64
Table 9-38: Roads proposed to be developed as per Urban Street Guidelines in PMC ................... 9-68
Table 9-39: Roads to be redesigned under Pune Street Programme (PCMC) ................................. 9-69
Table 9-40: Existing Roads having Bicycle Tracks ............................................................................ 9-70
Table 9-41: Details of Proposed Bicycle Network Plan in PMC ......................................................... 9-71
Table 9-42: Locations for Proposed Bicycle Tracks ........................................................................... 9-71
Table 9-43: Proposed Truck Terminals .............................................................................................. 9-81
Table 9-44: Saturation of Rail lines in Pune Division (2015-16) ........................................................ 9-83
Table 9-45: Proposed Pay and Park On-street parking locations ...................................................... 9-87
Table 9-46: Proposed off street parking locations .............................................................................. 9-89
Table 9-47: Off-street Parking Facilities at Multimodal Hubs and ISBTs ........................................... 9-89
Table 9-48: List of Roads identified for Improvement in Street Lighting ............................................ 9-90
Table 9-49: Issues and Strategies for Junction Improvements .......................................................... 9-97
Table 9-50: List of Junctions identified for improvements .................................................................. 9-98
Table 9-51: List of Junctions identified for Signalization .................................................................. 9-100
Table 9-52: Proposed strategies under traffic calming measures .................................................... 9-102
Table 9-53: List of roads/corridors identified for Traffic calming measures ..................................... 9-103
Table 9-54: Proposed Pre-paid Auto rickshaw stands ..................................................................... 9-104
Table 9-55: Mobility improvement measures and NUTP objectives ................................................ 9-110
Table 10-1: Social Impacts based on the Proposals .......................................................................... 10-2
Table 10- .............................................................. 10-4
Table 10-3: Health Effects due to various Pollutants ......................................................................... 10-4
Table 10-4: Details of Ambient Air Quality Monitoring Locations ....................................................... 10-5
Table 10-5: Air Pollution levels in the Study Area .............................................................................. 10-5
Table 10-6: CPCB Standards for Noise Pollution .............................................................................. 10-6
Table 10-7: Day and Nigh Equivalent Noise Levels ........................................................................... 10-7
Table 10-8: Emission benefits of replacing Diesel with CNG in Buses (g/km) .................................. 10-9
Table 10-9: Anticipated Impact of Proposed Projects ........................................................................ 10-9
Table 10-10: Market Share of Taxi Aggregators .............................................................................. 10-12
Table 11-1 Immediate, Short, Medium and Long Term Proposals .................................................... 11-1
Table 11-2: Phase wise Cost Estimates for CMP Projects ................................................................ 11-3
Table 12-1: Details of Past Budgets of Pune Municipal Corporation ................................................. 12-1
Table 12-2: Revenue Income of Pune Municipal Corporation ........................................................... 12-2
Table 12-3: Revenue and Capital Expenditure of Pune Municipal Corporation ................................ 12-3
Table 12-4: Revenue Surplus of Pune Municipal Corporation (in Crores) ......................................... 12-3
Table 12-5: Details of Past Budgets of PCMC ................................................................................... 12-4
Table 12-6: Revenue Income of Pimpri-Chinchwad Municipal Corporation ...................................... 12-4
Table 12-7: Revenue Expenditure of Pimpri-Chinchwad Municipal Corporation ............................... 12-5
Table 12-8: Revenue Surplus of Pimpri-Chinchwad Municipal Corporation ...................................... 12-5
Table 12-9: Details of UTF for 2018-19 (PMC) .................................................................................. 12-9
Table 12-10: Details of UTF Provision and Expenditure of PCMC (in Crores) ................................ 12-10
Table 14-1 Short, Medium and Long Term Improvements ................................................................ 14-1
Table 14-2 Details of Implementing Agencies .................................................................................... 14-2
Table of Contents
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LIST OF ENCLOSURES
Annexure 2-1: Zone-wise population of the study area for base year
Annexure 2-2: Zone-wise employment of the study area for base year
Annexure 2-3: Prominent Educational and Research Centres in the study area
Annexure 2-4: Details of PMPML Routes
Annexure 2-5: Implementation status of proposals from previous CMP studies
Annexure 4-1: Commodity-wise Distribution of Goods and Traffic at Cordon Locations
Annexure 7-1: Zone-wise Population and Employment Forecast for the study area
Annexure 9-1: Details of Key Stakeholders
Annexure 9-2: Reserved Parking Areas for PMPML Buses
Annexure 9-3: Salient Features of Pune Ring Road as per DPR Prepared by PMRDA
Annexure 9-4: Proposals and Comments by Central Railways on Draft CMP
Annexure 9-5: Details of existing rail sidings in Pune City
Annexure 9-6: Mobility management Measures
Annexure 9-7: Parking Management Strategy
Annexure 9-8: List of Existing Off-street Parking Locations
Annexure 9-9: Junction Improvement Proposals
Annexure 9-10: Stakeholder Consultation Report
Annexure 11-1: Unit Costs used for Cost Estimation
Annexure 12-1: Details of PMC Budget, Revenue Income and Expenditure
Annexure 12-2: Details of PCMC Budget, Revenue Income and Expenditure
Table of Contents
Page xiii
Executive Summary
Chapter - Executive Summary

E-1 Background
The Pune Municipal Corporation (PMC) and Pimpri-Chinchwad Municipal Corporation (PCMC)
are the twin cities and form part of core urban area of Pune Metropolitan Region (PMR). It is the
second largest city in Maharashtra after Mumbai. PMC and PCMC are spread over an area of 414
sq.km (Area of PMC and PCMC is 244 sq.km and 170 sq.km respectively) with a population is of
about 60 lakhs (2011).
Pune and surrounding areas are experiencing tremendous economic growth supported by favorable
socio-economic conditions and investment climate. There has been a major push for infrastructure
projects in the region recently by PMRDA supported by state and central governments to cater the
increased travel demand. The major transportation infrastructure and urban development projects
that are initiated include 128 km long Ring Road along the periphery of PMC and PCMC, Metro
Corridors, Town Planning Schemes, Multi-modal hubs, Greenfield Airport, Hyperloop connecting
Pune with Mumbai etc.
To cater to the increased mobility needs of the twin cities through sustainable modes and to improve
the quality of life of residents and to aid in economic growth of the region, Pune Metropolitan Region
Development Authority (PMRDA) has engaged L&T Infrastructure Engineering Limited to prepare
the Comprehensive Mobility Plan (CMP).
E-2 Study Area

The focus of the current study is PMC and PCMC covering an area of 414 sq.km. However,
considering the development in surrounding areas, an area of 2172 sq.km has been considered as
the planning area for the study covering core urban area, peri-urban areas and industrial nodes. The
current estimated population of the study area is about 77.5 lakhs. The study area map is shown in
Figure E-1.
Figure E-1: Study Area Map

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E-3 About CMP

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 advocates planning for the mobility of people rather than vehicles by providing sustainable mobility
plan options and accessibility for all citizens to jobs, education, social services and recreation
facilities at an affordable cost and within reasonable time.
E-4 Need for Comprehensive Mobility Plan

The last Comprehensive Mobility Plan (CMP) for PMC and PCMC was prepared in 2008. In view of
changes in land use, demographic and socio-economic travel characteristics of the study area over
the last 10 years, the CMP needs to be updated with fresh database. Moreover, the earlier CMPs
were prepared separately for PMC and PCMC areas. Though, PMC, PCMC and rest of PMR are
administratively under different local bodies, for strategic transport planning purpose, they should be
considered as single unit in view of rapid urbanisation and exchange of trips among them. In view of
above, an integrated transport mobility plan is required.
As per MoHUA (Guidelines for CMP, September 2014), CMP needs to be updated every 5 years and
updated CMP is a prerequisite for funding of projects by Central Government.
E-5 Existing Traffic and Transportation Scenario

Population and Employment
The population of Study Area is 59.73 lakhs as per 2011 census in which population of PMC, PCMC
and rest of PMR is 31.24 lakhs, 17.27 lakhs and 11.22 lakhs respectively. The current population of
study area is 77.5 lakhs in which population of PMC, PCMC, Cantonment areas and rest of PMR is
37.13 lakhs, 22.73 lakhs, 2 lakhs and 15.62 lakhs respectively. The current population density for
PMC and PCMC is 152 pph1 and 134 pph respectively.
Total employment as per 2011 Census for PMC and PCMC is 12 lakhs and 6.7 lakhs respectively.
The corresponding the workforce participation ratio (WFPR) is 38.5% and 39.2%.
Regional Connectivity
The study area is well connected through regional road, rail and air connectivity. However, they are
saturated and needs capacity augmentation. Several major roads connecting city are declared as
National highways but implementation of projects is yet to start.
The Main railway line from Lonavala to Pune (60 km) is saturated and is proposed for quadrupling by
Central Railways. It is also serving the sub-urban rail passengers sharing the tracks with regional
railway. The suburban rail is currently carrying around 1 lakh passengers daily. The rail line
connecting Pune to Satara is proposed for doubling.
Pune International Airport is located at Lohegaon around 10 km from the core city. It is a defence
Airport. In addition to domestic flights to all major Indian cities, the airport serves international direct
flights to Dubai and Frankfurt. In 2017-18, the airport has handled about 8.16 million passengers and
41,566 tonnes of cargo. The expansion possibilities of current Airport are limited as it is a defense
1
pph- persons per hectare
Executive Summary
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Airport and therefore a new green field airport is proposed at Purandhar about 40 km from Pune on
southern side near Saswad town.
Major Traffic and Transportation issues in the Study Area:

 Steep Increase in private vehicles: No. of registered vehicles as on March, 2018 is about
52 lakhs with growth rate 9% per annum. No. of registered vehicles were only 22 lakhs in
2008. Every day more than 1100 new vehicles are being added to the study area. The share
of Two-wheelers is 75%, followed by cars with 17%. Parking, congestion and pollution
problems aggravated.
 Low share of Public Transport (PT): The current share of PT is only 17% but desirable
share of Public Transport is 50% for 3 million cities. The share of public transport is stagnant
since last decade.
The public transport system in the study area consists of mainly bus transport operated by
Pune Mahanagar Parivahan Mahamandal Ltd (PMPML). PMPML has a fleet of 1500 buses
(1382 buses on road) running on 371 routes making 17,000 trips and carrying 10.79 lakh
passengers per day. PMPML is also operating 61 km of BRTS on various routes. Another 50
km of BRTS is under planning/ implementation which include re-modeling of exiting BRTS i.e.
Pilot BRTS. BRTS in Pune is not a closed BRTS. It is running in mixed traffic conditions on
several critical sections. The system lacks intermodal stations to transfer the passengers
from one line to another. The condition of buses is poor and the network is disjointed.
The Suburban Railway (EMUs) operated by Central Railways connects Pune to the industrial
town of Pimpri-Chinchwad and the hill station of Lonavala which is located about 60 km from
Pune. The suburban rail is sharing tracks with long distance regional rail and therefore
frequency is low. It is currently carrying 1 lakh passengers per day.
Currently Metro of 30 km is under implementation on North-South and East-West Corridors
 Vehicular Pollution: PM10 and PM2.5 exceeded permissible values at all the monitoring
stations while SOx, Nox are within the permissible limits. Noise Pollution levels exceeded
permissible levels across all the locations.
 Road Accidents: Around 1500 traffic accidents happened during 2017 in which 360
accidents are fatal accidents. Fatalities have come down marginally from 399 in 2013 to 373
in 2017.
E-6 Traffic Surveys

To assess the existing travel characteristics following traffic surveys are carried out and the details of
each are presented in Table E-1.
Table E-1: Details of the Primary Surveys
Quantity/ Duration of
No. Type of Survey
Details the Survey
1 Classified traffic volume counts at Cordon locations 18 24 hours
2 Classified traffic volume counts at Screen-lines and Mid-blocks 59 16/24 hours
3 Classified traffic volume counts at Mid-blocks 15 16 Hours
4 Classified traffic volume counts at Other Cordon Locations 8 24 hours
5 Origin and Destination survey at Cordon locations 18 24 hours
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Quantity/ Duration of
No. Type of Survey
Details the Survey
6 Origin and Destination survey at Other Cordon Locations 8 24 hours
7 Turning volume counts at Intersections 51 16 hours
8 Vehicle occupancy surveys at Mid-block/Screen-lines/Cordons 59 16 hours
Household Interview survey 18,824
9 ---
(1% of households in of study area) Samples
10 Passenger Terminal surveys 13 24 hours
11 Pedestrian survey 41 16 hours
12 On-street Parking survey 26 16 hours
13 Road network inventory 3000 km ---
14 Speed and Delay survey 500 km ---
440
15 Vehicle Operator Survey
Samples
1000
16 Intermediate Public Transport survey ---
Samples
17 Pollution survey 6 24 hours
18 Light-meter Survey 500 km ---
E-7 Traffic and Transportation Characteristics

Traffic Characteristics
Cordon Surveys
 About 10.6 lakh vehicles enter and leave the study area every day
 Among all cordon locations, highest traffic volume of about 1.38 lakh vehicles are observed on
Nagar Road followed by Shivaji Chowk, Hinjewadi with a traffic volume of 1.15 lakh vehicles
 Two-wheelers dominate the traffic composition with 60.5%, followed by cars (23.2%) and
vehicles goods (9.9%)
 The share of through traffic is 7% in passenger vehicles and 9% in commercial vehicles

 Percentage of peak hour traffic ranges from 6.1% to 9.5%
Screen Line Surveys

 About 28.13 lakh vehicles (26.12 lakhs PCU) cross the North- South screen-line locations and
14.36 lakh vehicles (13.28 lakh PCU) cross the East- West every day
 The average traffic composition on screen line locations is dominated by two-wheelers by
66.8%, followed by cars (18.5%) and goods vehicles (4.6%)
 Percentage of peak hour traffic ranges from 6.7% to 14.40%
Household Surveys
 Average household size in PMC and PCMC is 3.95 and 3.82 respectively
 Average household income in PMC and PCMC is Rs. 29,106 and Rs. 24,064 per month
Executive Summary
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 Average travel household expenditure in PMC and PCMC is Rs. 1,373 and Rs. 1,014
respectively
 Major share of employment is concentrated in Service sector (Pvt.) contributing 36% of total
employment in PMC and 58% in PCMC
 Per Capita Trip Rate (PCTR): 1.33 for PMC and 1.17 for PCMC
 About 84% of households own at least one motorized vehicle in the study area. Vehicle
ownership of households is presented in the Table E-2
Table E-2: Household Vehicle Ownership in PMC and PCMC
Mode PMC PCMC

Cycle 2.8% 2.3%
Two Wheeler 57.7% 61.5%
Car 0.9% 1.0%
Two Wheeler and Cycle 6.6% 3.7%
Car and Two Wheeler 12.5% 12.8%
Car, Two Wheeler and Cycle 2.4% 1.8%
Others 4.2% 3.4%
No Vehicle 12.9% 13.5%
Total 100.0% 100.0%
* Others includes auto rickshaw, tempos and other vehicle combination
 Mode Share: Non-Motorized trips (Cycle and Walk) accounts for 29.5% for PMC and 24% for
PCMC. The share of Car is about 12.5% in PMC and 13.9% in PCMC. The mode of travel of
households is presented in the Table E-3
Table E-3: Modal Share in PMC and PCMC
Total Trips Motorised Trips

Mode of Travel
PMC PCMC Combined PMC PCMC
Walk 26.0% 23.1% 25.0% - -
Cycle 3.5% 0.9% 2.6% - -
Two Wheeler 35.0% 35.0% 35.0% 49.66% 46.06%
Car 12.5% 13.9% 13.0% 17.73% 18.33%
IPT 8.5% 7.1% 8.0% 12.06% 9.31%
Bus 11.0% 13.9% 12.0% 15.61% 18.29%
Train 0.3% 0.6% 0.4% 0.40% 0.79%
Company/ School Van 3.2% 5.5% 4.0% 4.54% 7.22%
Total 100.0% 100.0% 100.0% 100.0% 100.0%
 Share of Public Transport for the study area is 12.4% only (considering all trips)
 Share of NMT for the study area is 27.6%
 Share of private vehicles for the study area is 52%
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 Purpose of Travel - Work/ Business trips accounts 50.05% and 54.18% and Education trips
account for 37.67% and 41.55%
 Average Trip Length is observed to be 7.13 km in PMC and 7.02 km in PCMC
E-8 Service Level Benchmark

The Summary of Service Level Benchmarks for the Study area is given in Table E-4.
Table E-4: Summary of Benchmarks
No Benchmark Inference as per MoUD Guidelines

The city has public transport system which may need
considerable improvements in terms of supply of
buses/coaches and coverage as many parts of the city
1 Public Transport Facilities
are not served by it. The frequency of services available
may need improvements. The system provided is
comfortable
The City has pedestrian facilities which may need
considerable improvements. The pedestrian facilities at
2 Pedestrian Infrastructure facilities intersections, availability of footpath etc. needs
improvements as also many parts of the city are not
served by it
The city has NMT facilities which may need considerable
3 Non-Motorised Transport Facilities improvements as many parts of the city are not served by
it
Level of usage of Intelligent Transport The city lacks adequate ITS facilities
4
System(ITS) Facilities
Significant approach delays causing travel speed of 1/3
the free flow speed or lower. Such conditions causing a
Travel speed (Motorized and Mass
5 combination of one or more reasons such as high signal
transit)
density, extensive queuing at critical intersections and
inappropriate signal timing
Paid Parking space need to be improved upon and to
cater to the demand some differential parking rates for
6 Availability of Parking Spaces
the CBD have been adopted. The city authorities need to
initiate considerable improvements measures.
Need considerable improvements in Road design and
available road infrastructure, traffic management and in
7 Road Safety
other such reasons which significantly contribute to road
safety
Need some improvements in emission standards,
8 Pollution Levels
checking pollution etc.
City structure is somewhat in coherence with the public
9 Integrated Land use Transport System
transport system
10 Sustainability of Public Transport The public transport of a city is financial sustainable but
Executive Summary
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No Benchmark Inference as per MoUD Guidelines

needs considerable improvements
E-9 Vision
To make Pune Metropolitan Region a people friendly region with integrated land-use and transport
systems that provide safe, reliable and convenient access for people and enable the movement of
people and goods at the least environmental, social and economic cost.
E-10 Urban Growth

Spatial growth of study area is guided by development of transport corridors, industrial and
commercial/industrial developments as well as major projects such as ring road and New Airport etc.
Some of the major transport infrastructure proposals that will have significant influence on land-use
are as follows:
 Metro Corridors
 PMRDA Ring Road
 Bypass Rail Line
 Green field Airport at Purandhar
During the last decade, major population expansion has happened on North, North-Western and
Western direction. Proposed ring road will redefine the boundary of urban growth. Based on the
analysis of various parameters, future growth direction of the study area is conceptualized and is
presented in Figure E-2.
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Figure E-2: Growth Direction of Pune
Population Forecast
Population forecast is made based past trends, development plan, growth direction, and population
density, availability of developable land, current and future accessibility and TOD and presented in
Table E-5.
Table E-5: Population Forecast
Population
Study Area
2018 2028 2038
Pune Municipal Corporation 37,13,999 45,27,344 52,54,167

Pimpri - Chinchwad Municipal Corporation 22,73,525 30,55,427 39,11,205
Pune Cantonment 71,781 71,781 71,781
Khadki Cantonment 78,811 78,993 79,176
Dehu Cantonment 52303 54,977 56,367
Rest of study area 15,62,488 23,11,409 32,59,787
Total 77,52,907 1,00,99,931 1,26,32,483
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Employment Forecast
The current work force participation ratio (WFPR) for PMC and PCMC is 39% and 38% respectively.
It is likely to increase to 45% and 47% by 2028 and 2038. The current employment in study area is
31.15 lakhs which is expected to increase to 55 lakhs by 2038. The employment data is compiled
based on the census, household survey and industrial employment data obtained from directorate of
Industries, Pune. The forecast is based on the current and proposed land-use, discussions with
various agencies like MIDC, Hinjewadi Industrial association etc. The employment forecast thus
obtained is presented in Table E-6.
Table E-6: Employment Forecast
Employment
Study Area
2018 2028 2038
Pune Cantonment 27,743 27,743 27,743
Dehu Cantonment 18,912 18,912 18,912
Rest of study area (including Hinjewadi) 8,94,398 14,73,264 20,71,918
Total 31,15,726 42,98,112 55,75,847
E-11 Travel Demand Forecast

Travel Demand Model has been developed for the study area based on four stage process i.e. Trip
Generation, Trip Distribution, Mode Choice and Assignment. Also, the model integrates the
household activities, land use patterns, traffic flow, and regional demographics of the study area.
Planning Period
Year 2018 is considered as the base year and 2038 has been set as the horizon year for the
planning of the long term strategy. Therefore, forecast is provided for 2028 and 2038.
Zoning
The study area is divided into number of Traffic Analysis Zones (TAZ) for analyzing the travel
characteristics. The total number of zoning system adopted for the study is 299 out of which 289
zones are internal and 10 zones are external.
Travel Demand Scenarios

Following are the various scenarios tested in the travel demand model and the results are discussed
below.
Business-As-Usual Scenario
In this scenario, the transport infrastructure facilities such as road characteristics will continue to be
the same as in the base year. The travel characteristics for Business-As-Usual Scenario are
presented in the Table E-7. Following are some of the observations derived from the scenario:
 The peak hour trips in 2038 will be about 10 lakhs which are about 1.9 times of the peak hour
trips in the base year
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 Private vehicle trips will increase from 71% to 76% whereas Public transport trips will decline
from 19% to 12% from base to horizon year
 The network speed will also decline from 21 to 14 kmph from the base to horizon year
Table E-7: Business-As-Usual Scenario
Business-As-Usual Scenario Year-2018 Year-2028 Year-2038
Trips Assigned in Peak Hour 5,28,281 7,42,453 10,03,084
Private Vehicle Trips 3,75,425 (71%) 5,51,633 (74%) 7,63,023 (76%)
IPT Vehicle Trips 55,913 (10%) 82,967 (11%) 1,17,855 (12%)
Public Transport Trips 96,942 (19%) 1,07,853 (15%) 1,22,204 (12%)
Average Trip Length in km 7.91 8.53 7.74
Average Network Speed 21.00 18.00 14.00
Vehicle Kilometres in PCU-km (Excluding PT) 38,29,533 60,41,780 84,56,731
Passenger Kilometres (Public Transport) 21,16,246 24,88,668 31,49,994
Emissions in Tons per day 158 325 478
Sustainable Urban Scenario (Transport Network Improvements + Public Transport

Improvements)
In this scenario, along with committed projects new road network improvements, public transport
improvements such as new metro and BRTS routes are considered. The travel characteristics of
transport network improvements + public transport scenario is presented in Table E-8. Following are
some of the observations derived from the scenario:
 The peak hour trips in 2038 will be about 10 lakhs which are about 1.8 times of the peak hour
trips in the base year
 Private vehicle trips will decline from 71% to 53% whereas Public transport trips will increase
from 19% to 40% from base to horizon year
 The passenger kilometers will be 65.44 lakhs in horizon year which is about 3 times of the
base year
 The network speed will remain constant with an average of 21 kmph from base to horizon year
Table E-8: Sustainable Urban Transport Scenario
Sustainable Urban Scenario Year-2018 Year-2028 Year-2038
Private Vehicle Trips 3,75,425 (71%) 4,64,646 (62%) 5,31,632 (53%)
IPT Vehicle Trips 55,913 (10%) 64,210 (9%) 70,216 (7%)
Public Transport Trips 96,942 (19%) 2,13,583 (29%) 4,01,232 (40%)
Executive Summary
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Travel demand model results highlights that increasing the supply of public transport alone
will not achieve desirable public transport share of 50% or more in view of increasing income
levels of people resulting in higher vehicle ownership levels. It requires policies for
restraining the private vehicle use, urban policies that encourage compact development and
Transit Oriented Development as well as demand management measures.
E-12 Stakeholder Consultations

Stakeholder Consultations have been carried out during all phases of the study to understand the
issues and to arrive at the optimum solutions. The details of stakeholder consultations and
comments/suggestions have been presented in Annexure 9.10.
E-13 Urban Mobility Plan

Formulation of Higher Order Public Transport Network
Considering the evaluation of public transport networks, Metro, Light Metro and BRT systems have
been recommended for various corridors. The recommended Public transport network in 2028 is
presented in Table E-9 and Figure E-3 and in 2038 is presented in Table E-10 and Figure E-4.
Table E-9: Recommended Public Transport Network and System (2028)
No. Proposed Public Transport Corridor Length PHPDT

in km (2028)
Metro Corridors
1 Nigdi - Katraj 33.63 15,500
2 Chandani Chowk - Wagholi 25.99 13,000
3 Hinjewadi-Shivaji Nagar 18.61 15,000
4 Shivaji Nagar-Hadapsar 11.74 13,000
5 Hinjewadi - Chakan 30.08 13,000
Light Metro Corridors
6 Sinhagad Road (Veer Baji Pasalkar Chowk to Pune Cant.) 9.08 7,500
Total 129.1
BRTS Corridors
1 Yerwada- Airport 5.05 1,600
2 Kaspate Wasti – Kalewadi Phata 1.80 950
3 HCMTR PMC 38.45 1,500
4 HCMTR PCMC 31.40 2,200
5 Chinchwad- Talwade 12.00 1,400
Total 98.93
Table E-10: Recommended Integrated Public Transport Network and System (2038)
No. Proposed Public Transport Corridor Length PHPDT PHPDT
in km (2028) (2038)
Met Metro Corridors ro Corridor
1 Nigdi - Katraj 33.63 15,500 19,000
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No. Proposed Public Transport Corridor Length PHPDT PHPDT

in km (2028) (2038)
2 Chandani Chowk - Wagholi 25.99 13,000 17,500
3 Hinjewadi-Shivaji Nagar- 18.61 13,500 23,000
4 Shivaji Nagar-Hadapsar 11.74 13,000 21,000
5 Hinjewadi - Chakan 30.08 13,000 21,000
6 Sinhagad Road (Veer Baji Pasalkar Chowk to Pune Cant.) 9.08 7,500 13,500
7 Warje - Swargate 8.87 7,000 9,500
8 Wagholi-Pawar Wasti-Hinjewadi 35.23 - 12,000
9 Chandani Chowk - Hinjewadi 17.81 - 5,000
Total 191.04
BRTS Corridors
1 Yerwada- Airport 5.05 1,600 3,000
2 Kaspate Wasti – Kalewadi Phata 1.80 950 2,500
3 HCMTR PMC 38.45 1,500 3,500
4 HCMTR PCMC 31.40 2,200 4,500
5 Chinchwad- Talwade 12.00 1,400 2,000
6 BRTS along the Westerly Bypass 49.00 900 1,500
7 Ring Road BRTS 134.00 1,400 3,500
Total 147.93
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Figure E-3: Recommended Mass Transport Corridors in 2028
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Figure E-4: Recommended Mass Transport Corridors in 2038
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Other Proposals
Road Network Development

High Capacity Mass Transit Route (HCMTR) comprising of road cum public transport ring road for
PMC with a total length of 37.5 km is part of DP of Pune which was not implemented so far due to
land acquisition issues. Now the PMC has prepared the DPR and it is likely to be implemented after
funding for the same is finalised. HCMTR for PCMC of 30 km length is under implementation. The
ring road along the periphery of PMC and PCMC with a total length of 128 km is also under
implementation. In addition to above, Intermediate Ring Road (IRR) of 79 km is proposed in the
current CMP.
Figure E-5: Proposed Ring Roads in the Study Area

 14 roads with total length of 165 km have been identified for road widening
(Roads - Katraj to Mantarwadi via Undri, Dhayari to Ambegaon Narhe, Wagholi to Hadapsar
via Manjari, Hadapsar to Handewadi vai Sasane Nagar, Western Bypass Junction to Khed
Shivapur Toll Plaza, Satara Road, Wadki to Saswad (Proposed Airport), Old - Mumbai Pune
Highway (Dehu Road Y Junction to Wadgoan), Nashik Road ( Moshi Toll Plaza to Chakan),
Nagar Road (Kharadi Bypass to Shikrapur), Solapur Road (PMC Boundary to Uruli Kanchan),
Saswad Road (Hadapsar Junction to Wadki), Sinhagad Road (Veer Baji Pasalkar Chowk to
Khadakwasla Village), NDA Road (Warje Flyover to Uttam Nagar) and Hinjewadi Road
(Shivaji Chowk to Metropolis)
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 4 locations have been identified for ROB/RUB

(Locations - Ghorpadi Level Crossing near Police Station, Ghorpadi Level Crossing near BFCC
Road, Sasane Nagar Level Crossing and Uruli Kanchan Level Crossing)
 5 locations have been identified for up-gradation of ROB/RUB

(Locations - Khadki Police Chowk (RUB), Mantarwadi on Saswad Road (ROB), Talegaon near
Railway Station Junction (ROB), KB Joshi Path near Shivaji Nagar Railway Station (RUB) and
Magarpatta Road (ROB)
 11 locations have been identified for Grade Separators
(Locations - Kalubai Chowk (Solapur Road), Karadi Bypass (Nagar Road), Wagholi Junction
(Nagar Road), Kadki Police Chowk (Old NH-4), Chandni Chowk, (Paud Road-Proposed by
NHAI), Nalstop Junction (Karve Road), Rajaram Bridge (Sinhgad Road), Dandekar Bridge
(Sinhgad Road), Talegaon Chowk( Chakan), Dehu Alandi Road Junction (Nashik Road) and
509 Chowk, Airport Road)
 5 locations with total length of 22 km have been identified for development of
Undeveloped Development Plan Roads
(Roads between - Charoli to Lohegaon, Dange Chowk to Walekarwadi, Balabarathi, Nigdi to
Hinjewadi and Mahalunge to Hinjewadi)
 7 locations have been identified for development of new bridges
(Locations - Between Karve Road and Singhad Road near Sun City, Between Karve Road and
Singhad Road near Panmala, Between Pune Station to Sangamwadi near Lumbini Nagar,
Wadgaonsheri to Mundhwa Tadigutta Chowk, Keshav Nagar to Kharadi, Phugewadi to Pimple
Gurav and Walhekarwadi to Tathavadi)
Terminals and Depots

 9 PMPML bus terminals are proposed to undergo re-development/ up-gradation and 3
for expansion. Also, 6 new terminal locations have been identified
(Terminals for Re-development/Up-gradation – Pune Railway Station, Mahatma Gandhi,
Bhakti Shakti, Nigdi Bus Stand, Bhosarigaon Bus Stand, Chinchwad, Kiwale, Chikhali and
Alandi. Terminals for Relocation – Hadapsar Bus Stand, Katraj PMPML and Bhosari. New
Terminals – Hinjewadi, Talegaon, Chakan, Ambegaon Narhe, Dhayari and Talwade MIDC)
 2 MSRTC terminals are proposed to undergo re-development and 5 new ISBT’s have
been proposed
(Terminals for Re-development – Pune Railway Station and Vallabh Nagar. New Terminals –
Talegaon, Lonikand, Loni Kalboor, Mangdewadi and Moshi)
 9 locations have been proposed for PMPML bus depots with minimum land of 2 hectare
for 100 buses
(Bus Depots – Talegaon, Chakan, Ambegaon Narhe, Dhayari, Chikhali, Takwade MIDC,
Hinjewadi, Vallabh Nagar)
 3 Railway Terminals have been proposed for re-development along with 5 other
terminal to undergo SATIS (Station Area Traffic Improvement Schemes)
(Terminals for Re-development – Hadapsar Railway Station, Pune Railway Station and
Chinchwad Railway Station. Terminals for SATIS – Shivajinagar Railway Station, Khadki
Executive Summary
Page 16
Railway Station, Akurdi Railway Station, Pimpri Railway Station and Kasarwadi railway
Station)
Multi-Modal Integration
 In addition to the multi-modal hubs proposed to being developed by MAHA Metro, PMC,
MSRTC, PMPML and PSCDCL, 6 multi-modal hubs and 8 multi-modal transfer stations
have been identified
(Multi Modal Hubs – Katraj, Hadapsar, Wagholi, Moshi, Vallabhnagar and Chinchwad. Multi
Modal Stations – Nasik Phata, Hinjewadi, Chandini Chowk, Warje, Wadgaon Budruk, Kharadi,
Pul Gate and Wakad)
Mobility Corridors
 52 roads with total length of 321.5 km have been identified as part of the mobility
corridors (which overlap with the various other mass transit corridors proposed in the study
like Metro, BRTS etc)
NMT Improvement
 Footpath Construction with standard width of 2.5 m: 16 km in PMC and 31.7 km in PCMC
 Pedestrian Grade Separators: 18 locations (Length-1365 m) in PMC, 5 locations (Length-
250 m) in PCMC and 3 locations (Length-205 m) in the Rest of the Study Area; also 5 railway
stations are identified that needs to be integrated with metro by pedestrian grade
separators/skywalks (Railway Stations – Chinchwad, Akurdi, Khadki, Shivaji Nagar and
Hadapsar)
 Raised Pedestrian Crosswalks: 21 locations in PMC and 10 locations in PCMC
 Zebra Crossing with Rumble Strips and Pedestrian Signal: 48 location in PMC and 15
locations in PCMC
 Pedestrian Priority Streets: 18 streets in PMC and 4 streets in PCMC
 Pedestrianisation: 21 roads in PMC to be developed based on Urban Street Guidelines and
5 roads in PCMC to be developed based on Pune Street Program
 Bicycle Tracks: 8 areas in PCMC, other than the 824 km of length in PMC under the
Comprehensive Bicycle Plan for Pune
Parking Management
 Pay and Park On-Street Parking: 17 locations in PMC and 9 locations in PCMC
(PMC - Shivaji Road, Bajirao Road, Laxmi Road, Hadapsar Dagithal Area, Shivajinagar Bus
Stand, Pune Railway Station, JM Road, FR Road, Balewadi Phata, Near Markey Yard,
Swargate Bus stand area, DP road and Mahadji Shinde Road in Aundh, Lal Bahadur Shastri
Road, District Court, Timber Market Road, Nagar Road near Viman Nagar Corner and Kharadi
Bypass and Balewadi High Street to Varsha Park Society. PCMC – Bhosari, Nigdi, Dange
Chowk, Chopekar Chowk, Landewadi Chowk, Pimpri Market, Kaspate Chowk to Wakad
Phata, Mahesh Nagar Road near Yeshwanth Rao Chavan Hospital and Chikali Akurdi Road
from Thermax Chowk to Om Sai Chowk)
 Off-Street Parking: 7 locations in PMC and 5 locations in PCMC
Executive Summary
Page 17
(PMC - Katraj Chowk, PMC Office, Pune railway Station, Shivajinagar, Swargate, Hadapsar
and Market Yard. PCMC – Akurdi, Chinchwad Railway Station, PCMC Building, Bhosari and
Pimpri Market)
Street Lighting
 Along Carriageway: About 180 km of length
 Along Footpaths: About 270 km of length along footpaths in the study area
Road Marking
 New Facility: 2818 km of length in the study area considering center line, edge marking and
lane marking
 Improvement in Facility: 662 km of length in the study area considering center line, edge
marking and lane marking
Signages
 New Facility: 1015 km of length in the study area
 Improvement in Facility: 271 km of length in the study area
Intersection Improvements
 36 junctions have been identified for improvements
 76 junctions have been identified for signalization
 15.12 km in PMC and 5.10 km in PCMC have been identified for traffic calming
measures
IPT Management
 5 locations in PMC and 3 locations in PCMC have been identified for pre-paid auto
rickshaw stands
(PMC – Pune Railway Station, Shivajinagar Railway Station, Shivajinagar Bus Stand, Katraj
Bus Stand and Swargate MSRTC Bus Stand. PCMC – Chinchwad railway Station,
Vallabhnagar MSRTC Bus Stand and Shaniwar Wada)
Hawker Management
 7 locations have been proposed under Red Zone
 14 locations have been proposed to be under Amber Zone
 730 km of road length identified to be encroached, hence to be relocated or removed
Freight Movement Plan and Truck Terminals

 6 truck terminals have been proposed within the study area
(Locations – Talegaon, Kuruli, Wagholi, Loni Kalboor, Fursungi and Jambhulwadi)
Railway Proposals
 Bypass railway line has been proposed to decongest the existing railway line and is
presented in the Figure E-6
 Redevelopment of Pune Railway Station and expansion of Chinchwad and Hadapsar stations
Executive Summary
Page 18
 High Speed Metro Link to be provided from Hadapsar to Proposed Airport
Figure E-6: Proposed Conceptual Bypass Railway Line
E-14 Cost Estimates

The overall cost for implementation of proposals is estimated to be around Rs. 53,421.32 crore in
next 20 years. Further the cost of short-term, medium-term and long-term proposals are estimated as
Rs. 2,420 crore, Rs.4,035 crore and Rs. 46,965 crore respectively.
The phase-wise costing of the proposals is estimated to be Rs. 25,561 crore for Phase-I and Rs.
27,860 crore for Phase-II. The summary of cost estimates is presented in Table E-11.
Table E-11: Cost Estimates for CMP Proposal
Cost Total
No. Term Proposal
(in Crore) Cost
Pedestrian Facilities 138.39
Transportation Infrastructure and Traffic Management 61.04
1 Short-Term Bicycle Tracks 313.97 2420.71
Public Transport 1907.13
Others 0.18
Pedestrian Facilities 17.28
2 Medium term 4035.27
Public Transport (Passenger Terminals) 2361.9
Others 180
3 Long Term Public Transport (Metro and BRTS) 1005.85 46965.35
Executive Summary
Page 19
Cost Total
No. Term Proposal
(in Crore) Cost
Others 2200
E-15 Resource Mobilization

Financing requirement of urban transport is huge. The funds of the general budgets of local bodies
and grants from state and central government are inadequate to meet the financing of urban
transport projects.
Beneficiaries of investments in urban transport can be categorised as direct beneficiaries such as

commuters who use the transport services and indirect beneficiaries who benefit indirectly such as
business who benefit from increase in land value due to investments on Metro, people residing in
other areas also benefit due to less congestion and improvement in air quality. There is need to
identify the benefits and accordingly charge from various beneficiaries so that urban transport can
support itself to the large extent. The various identified instruments have been presented in the
Figure E-7.
FINANCING URBAN TRANSPORT
CONVENTIONAL INSTRUMENTS
OTHER INSTRUMENTS
 Fare Box Revenue
 Additional Property Tax along Mass
 Advertising Revenue
Transit Corridors
 License Fee
 Betterment Levy (One time)
 Real Estate Development Rights
 Higher Floor Space Index
 Transferable Development Right
(TDR)
 Higher Registration charges for
vehicles
 Pollution tax on vehicles
 Cess on Registration of property
 Variable parking charges based on
location and time
 Fuel taxes as Carbon surcharge
Figure E-7: Sources for Financing Urban Transport
E-16 Institutional Issues

In the current institutional arrangement, while multiplicity of organizations is unavoidable but
institutional setup can be improved by clear delineation of roles and responsibilities, better co-
ordination and strengthening the institutions with adequate technical and managerial staff. The above
issues underpin the need for a single agency to handle the traffic and transportation issues and plan
Executive Summary
Page 20
viable solutions. Hence, there is a need to set up Unified Metropolitan Transport Authority
(UMTA) as recommended in the National Urban Transport Policy.
Functions of UMTA
The UMTAs are performing the coordination activities in a limited manner but functions related to
integrating urban transport are often missing. Project implementation and operation of transport
services has been kept out of the scope of the UMTAs that have been established. While functions
are listed in the executive order or section of the Act defining the UMTA, in most cases these
functions are not being carried out. This is mainly because the UMTA has no statutory power of its
own to carry out its functions. The full functions of UMTA in this respective case are presented in
Figure E-8.
Figure E-8: Full Functions of UMTA

However, UMTA proposed in PMRDA assigned all the functions except implementation and
operation & maintenance considering overall Indian cities context. The functions assigned to UMTA
for PMR is presented in Figure E-9.
Figure E-9: Proposed Functions of UMTA for Pune Metropolitan Region (PMR)
Transport and Communication Division within PMRDA

PMRDA is responsible for planning for entire PMR. Current PMRDA has engineering division but no
transport planning division. Transport planning is a specialized subject and therefore, there is a need
to set up separate division within PMRDA manned by experienced transport planners. It should setup
separate division Transport Communication Division on the similar lines of MMRDA.
There is a need for recruiting the technical staff to strengthen the transport planning aspects.
Executive Summary
Page 21
 Transport Planner
 Public Transport Planner
 PPP Expert/ Financial Analyst
It should recruit technical advisors. Regular technical training and awareness programs shall be
organized to the staff.
Within the division one technical support team to traffic police shall be created. It will act as a bridge
between police and subject experts on traffic management. On support team should work on ITS
applications for traffic management and dissemination of information to general public. Exchange
programs with other cities shall be organized.
The division will also do foundation work on PPP as government has limitations in providing
adequate funds for implementation of various urban transport projects and encouraging PPP is
critical to bring in funding and leverage efficiency of private sector
This division should also create material for public awareness. At present, the budget for
dissemination of information and public education on various transport issues are negligible or nil.
This division will act as a technical backbone to UMTA.
E-17 Implementation Plan

The details of the phasing of CMP proposals are presented in Cost Estimation Chapter. The projects
have been divided into two phases:
 Phase-I: 2018-2028
 Phase-II: 2028-2038
Implementation Agencies
Based on roles and responsibilities of various institutions, the agencies responsible for implementing
the proposed projects in the CMP are given in Table E-12.
Table E-12: Details of Implementing Agencies
No. Implementation Agency
1 PMC PCMC
2 PWD/MSRDC/NHAI
3 PMRDA
4 Pune Metro (Maha Metro)
5 Traffic Police
6 PMPML
7 MSRTC
8 Central Railways/ MVRC
Executive Summary
Page 22
Chapter-1
Introduction
Chapter 1 - Introduction
1.1 Background
The Pune Municipal Corporation (PMC) and Pimpri-Chinchwad Municipal Corporation (PCMC)
are the twin cities and form part of core urban area of Pune Metropolitan Region (PMR). PMC
and PCMC are spread over an area of 414 sq.km with a population of about 60 lakhs. Pune is the
second largest city in Maharashtra after Mumbai.
Pune and surrounding areas are experiencing tremendous economic growth supported by
favorable socio-economic conditions and investment climate. There has been a major push for
infrastructure projects in the region recently by PMRDA, supported by state and central
governments to cater the increased travel demand. The major transportation infrastructure and
urban development projects that have been initiated recently include 128 km long Ring Road
along the periphery of PMC and PCMC, Metro Corridors, TP Schemes, Multi-modal hubs,
Greenfield Airport, Hyperloop connecting Pune with Mumbai etc.
To cater to the increased travel demand and mobility needs of the twin cities through sustainable
modes, to improve the quality of life of residents and aid in economic growth of region, Pune
Metropolitan Region Development Authority (PMRDA) has engaged L&T Infrastructure
Engineering Limited, Chennai to prepare Comprehensive Mobility Plan (CMP).
1.2 About CMP

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 advocates planning for the mobility of people rather than vehicles
by providing sustainable mobility and accessibility for all citizens to jobs, education, social service
and recreation at an affordable cost and within reasonable time. CMP covers all elements of
urban transport under an integrated planning process as mentioned below.
 To optimize the “mobility pattern of people and goods” rather than of vehicles
 To focus on the improvement and promotion of public transport, non-motorized vehicles

(NMV) and pedestrians as important transport modes in the study area
 To provide an effective platform for integrating land use and transport
 A low-carbon mobility plan for the city
 Equity to all sections of the society including urban poor and differently abled
 Assessing the gaps in urban infrastructure through Service level benchmarks (SLBs)
 To focus on the optimization of goods movement
1.3 Need for the Study

CMP for PMC and PCMC was prepared in 2008. In view of changes in land use, demographic
and socio-economic travel characteristics of the study area over the last 10 years, the CMP
needs to be updated with fresh database. Moreover, the earlier CMPs were prepared separately
for PMC and PCMC areas. Though, PMC, PCMC and rest of PMR are administratively under
different local bodies, for strategic transport planning purpose, they should be considered as
Introduction
Page 1-1
single unit in view of rapid development and exchange of trips among them. In order ot account
above, an integrated transport mobility plan is required.
As per MoHUA (Guidelines for CMP, September 2014), CMP needs to be prepared every 5 years
and updated CMP is a prerequisite for funding of projects by Central Government.
1.4 Scope of CMP

The broad of scope of CMP is as follows:
 Understand the present travel characteristics and forecast travel demand for the planning
horizon
 Estimate emissions from urban transport based on the travel demand and technological
choices
 Integrate transport options with land use structure and develop alternative scenarios for
sustainable transport
 Work out the mobility plan which is economically, socially, environmentally and
technologically sustainable and be an integral part of Development Plans / Master Plans
 Suggest an implementation programme for a successful execution of the selected
interventions
1.5 Key Outcomes of a CMP

The key outcomes of CMP in the long term are presented below:
 Improvement of mobility for all socio-economic groups and genders
 Improvement in air quality
 Improvement in safety and security for pedestrians, NMT and livability in the city
 Increase in sustainable transport mode share and a decrease in private motor vehicle use
 Achievement of desirable indicators and benchmarks
 Integral part of Master Plan
1.6 Planning Area

The focus of the current study is PMC, PCMC (area of PMC and PCMC is 244 sq.km and 170
sq.km. respectively) and Rest of PMR area. However, considering the development in
surrounding areas, an area of 2172 sq.km has been considered as the planning area for the
study covering core urban area, surrounding urban and industrial nodes. The study area has
been finalized on the following criteria
 Major towns/industrial nodes
 Past Population/ Employment growth trends and future potential
 Interaction of trips surrounding major towns/ industrial nodes
The study area has been finalized in consultation with PMRDA. The current estimated population
of the study area is about 77.5 lakhs. The study area map is shown in the Figure 1-1.
Introduction
Page 1-2
Figure 1-1: Study Area Map
1.7 Planning Period

Planning period considered for the study area is 20 years i.e. 2018 to 2038 considering that CMP
leads to investments in transport infrastructures with long-term impacts on landuse and travel
pattern.
1.8 Organisation of the Report

Comprehensive Mobility Plan (CMP) report is organised into 14 chapters as described below:
 Chapter 1: Introduction - introduces the study and its background, scope of the work,
planning area and horizon
 Chapter 2: Study Area Profile - discusses about the demographic, socio-economic and
travel characteristics through the secondary data
 Chapter 3: Primary Data Collection - discusses the primary data collected for the study
 Chapter 4: Traffic and Transportation Characteristics - describes the existing traffic
and transportation characteristics of the study area based on analysis of secondary and
primary data
 Chapter 5: Service Level Benchmarks – discusses the performance of existing transport
infrastructure facilities and future areas of improvement through service level bench marks
 Chapter 6: Vision, Goals & Strategies – describes vision, goals and strategies for Urban
Mobility
 Chapter 7: Urban Growth - discusses about the urban growth direction and forecast of
planning variables
Introduction
Page 1-3
 Chapter 8: Travel Demand Forecast - discusses the development of travel demand

model and forecast
 Chapter 9: Urban Mobility Plan – describes the transport improvement proposals i.e.
short-term, medium-term and long-term proposals
 Chapter 10: Social and Environment Aspects – discusses the preliminary social and
environmental impacts due to the implementation of CMP proposals
 Chapter 11: Cost Estimates – discusses the preliminary cost estimates
 Chapter 12: Resource Mobilisation – discusses the various options for Resource
Mobilisation
 Chapter 13: Institutional Framework – reviews the existing institutional arrangements
and suggests measures for strengthening the institutional framework
 Chapter 14: Implementation Plan – suggests the plan and strategy for implementation of
CMP Proposals
Introduction
Page 1-4
Chapter-2
Study Area Profile
Chapter 2 - Study Area Profile

The study area considered for CMP is about 2,172 sq. km covering Pune, Pimpri - Chinchwad
Municipal Corporations and surrounding urban/industrial areas (rest of PMR). The current
population of the study area is about 77.5 lakhs. The study area map is shown in Figure 2-1. The
study area comprises of following areas:
 Pune Municipal Corporation (PMC)
 Pimpri - Chinchwad Municipal Corporation (PCMC)
 Pune Cantonment Board (PCB)
 Khadki Cantonment Board (KCB)
 Dehu Cantonment Board (DCB)
 Municipal Councils
 MIDC Areas
 Adjacent villages
Thus, the study area can be broadly divided into PMC, PCMC and rest of Pune Metropolitan
Region (PMR) areas. The rest of areas comprises of Cantonment areas, Municipal Councils,
MIDC areas and villages.
Figure 2-1: Administrative Boundaries of Study Area
Study Area Profile

Page 2-1
2.1 Location and Geography

PMC and PCMC are twin cities which are separated by Mula and Mutha River. Pune Municipal
Corporation (PMC) is located between 170 50’ N to 190 24’ N Latitude and 730 19’’ E to 750 10’ E
Longitude and lies in the western belt of Maharashtra State. The city is situated on the western
margin of the Deccan Plateau at the confluence of the rivers Mula and Mutha. The city is located
to the South East of Mumbai at a distance of 150 km. It lies on the leeward side of the Sahyadri
range, 560 m above mean sea level. The city lies on an extensive plain, surrounded by hills on
the east and south of 580 m to 701 m high. The highest of these hills is the Sinhagad-
Bhuleshwar range, which includes the Sinhagad Fort. The Sinaghad-Katraj-Dive Ghat range is
the southern boundary of the urban area. Pune falls under Seismic Zone III.
Pimpri Chinchwad Municipal Corporation (PCMC) is situated approximately at 18° 37' north
latitude and 73° 48' east longitude bordering its twin city of Pune on the north and north-west.
The centers of the twin cities are 15 km apart. Three rivers Pavana, Mula and Indrayani flow
through the city.
The climate of the city is moderate. Average temperature ranges from 110 C to 440 C. The south-
west monsoon brings rain during June to October. The average rainfall during this period varies
from 600 mm to 700 mm. The area adjacent to Western Ghats receives more rains than areas
further east.
2.2 Regional Transport Linkages

2.2.1 Road
Pune is located to the South East of Mumbai at a distance of 150 km. The Mumbai-Bangalore
National Highway (NH-48) passes through the city and runs further down south. Pune is well
connected with all the major cities of India by both National and State Highways. Some of the
major highways passing through the study area are as follows:
 Mumbai - Bangalore National Highway (NH 48)
 Pune - Hyderabad National Highway (NH 65)
 Pune Nashik National Highway (NH 60)
 Mumbai Pune Expressway
 Pune- Saswad- Pandharpur National Highway (NH-965)
 Jalgaon - Ahmednagar – Pune – Paud – Mulshi – Dighi Port (NH 753F)
Major State Highways include
 Pune- Alandi State Highway
 Pune- Paud Road State Highway
 Talegaon- Chakan State Highway
The Mumbai-Pune Expressway is India's first six-lane expressway, and was built in 2002. The
expressway has reduced the travel time between Pune and Mumbai to almost two hours. The
regional road network map is shown in Figure 2-2.
2.2.2 Railways
The Pune Railway Station is administered by the Pune Railway Division of the Central Railways.
All the railway lines to Pune are broad gauge. Daily express trains connect Pune with Mumbai,
Study Area Profile

Page 2-2
Hyderabad, Delhi, Jaipur, Nagpur,

Thiruvananthapuram, Kochi, Coimbatore, Chennai,
Bangalore, Allahabad, Kanpur, Howrah, Jammu
Tawi, Darbhanga, Goa, Gwalior, Varanasi,
Bhubaneswar, Patna, and Jamshedpur. Local
trains (EMUs) connect Pune to the industrial town
of Pimpri-Chinchwad and the hill station of
Lonavala. There is a proposal to run local service
(MEMU service- Main Line electric multiple unit)
between Pune and Daund. The regional rail
network map is shown in Figure 2-2.
Figure 2-2: Regional Transport Network Map of Study Area
2.2.3 Airport
Pune International Airport is located at Lohegaon around 10 km from the Pune city. It is operated
by the Airports Authority of India (AAI). AAI shares its runways with the Indian Air Force base. In
addition to domestic flights to all major Indian cities, the airport serves international direct flights
to Dubai and Frankfurt. In 2017-18, the airport has handled about 8.16 million passengers and
Study Area Profile

Page 2-3
41,566 tonnes of cargo. The current Airport is saturated and the new green field airport is
proposed at Purandhar on southern side of Pune city near Saswad town.
2.3 Demography
2.3.1 Population
The population of the study area is 59.91 lakhs as per 2011 census and the estimated current
population (2018) is about 77.5 lakhs. Out of 77.5 lakhs, PMC contributes to 37.13 lakhs, PCMC
with 22.73 lakhs, cantonment areas with 2 lakhs and rest of PMR with 15.62 lakhs. The past
trends of population in the study area are shown in Figure 2-3 and Figure 2-4.
It can be observed that in the last decade PMC has added 5.76 lakh people whereas PCMC has
added 7.22 lakhs recording a decadal growth rate of 23% and 72% respectively. The overall
population growth rate in the study area in the last decade has been 42%.The zone-wise base
year population for the study area is given in Annexure 2.1.
Figure 2-3: Population Growth Trends in PMC and PCMC

%
Figure 2-4: Decadal Population Growth Rates in PMC and PCMC
Study Area Profile

Page 2-4
2.3.2 Population Density

The current population density for PMC and PCMC is 152 pph and 134 pph respectively. The
population density map for the study area is given in Figure 2-5, Figure 2-6 and Figure 2-7.
Figure 2-5: Current Ward-wise Population Density of PMC
Figure 2-6: Current Ward-wise Population Density of PCMC
Study Area Profile

Page 2-5
Figure 2-7: Current Population Density in the Study Area
2.3.3 Sex Ratio

As per the District Census Handbook – Maharashtra, Census of India 2011, Sex ratio per 1000
males for PMC is 948 and for PCMC is 833. The recorded number of households for PMC is
7,42,602 and for PCMC is 4,27,356 respectively.
Figure 2-8: Sex Ratio for PMC and PCMC
2.3.4 Distribution of Population by Age and Sex

The distribution of population by Age and sex is presented in the Table 2-1.
Study Area Profile

Page 2-6
Table 2-1: Distribution of Population by Age and Sex in PMC and PCMC
Area Age Group Persons Males Females
All ages 3124458 1603675 1520783

0-4 239964 125558 114406
5-9 235616 124045 111571
10-14 242254 126910 115344
15-19 255256 134184 121072
20-24 323148 163555 159593
25-29 338321 169986 168335
30-34 289767 150159 139608
35-39 250558 128850 121708
Pune (M Corp.) 40-44 207887 107419 100468
45-49 172972 87511 85461
50-54 144551 74115 70436
55-59 118278 59696 58582
60-64 103604 51731 51873
65-69 69702 35038 34664
70-74 49590 24560 25030
75-79 29557 14418 15139
80+ 32766 15042 17724
Age not stated 20667 10898 9769
All ages 1727692 942533 785159
0-4 160615 85272 75343
5-9 142356 76721 65635
10-14 131745 70477 61268
15-19 139284 77583 61701
20-24 225375 124917 100458
25-29 227782 124438 103344
Pimpri-Chinchwad (M Corp.) 30-34 173620 98164 75456
35-39 134418 75101 59317
40-44 101588 56372 45216
45-49 79126 41522 37604
50-54 63056 34018 29038
55-59 48412 25786 22626
60-64 39379 20644 18735
65-69 25192 13296 11896
Study Area Profile

Page 2-7
Area Age Group Persons Males Females
70-74 15321 7864 7457

75-79 7614 3801 3813
80+ 9159 4487 4672
Age not stated 3650 2070 1580
The age-sex pyramid for PMC and PCMC both showed a demographic transition with widest
being in the age group of 20-29, represented in the Figure 2-9 and Figure 2-10.
Figure 2-9: Age-Sex Pyramid for PMC
Figure 2-10: Age-Sex Pyramid for PCMC
Study Area Profile

Page 2-8
2.3.5 Literacy Rate

Literacy is an indispensable means for effective social and economic participation, contributing to
human development and poverty reduction. PMC has the highest literacy rate of 89.56% as
compared to the Pune District and Maharashtra state. PMC is one of the major centers of higher
education in the country. The literacy rate of PMC has increased from 86% in 2001 to 89.56% in
2011 Census. 92.31% of males and 86.67% of females are literate in PMC. PCMC has a literacy
rate of 89.22%. 92.41% of males and 85.37% for females are literate in PCMC. The statistics of
literate population is presented in Table 2-2.
Table 2-2: Literate population of PMC and PCMC
Literates
Description
PMC PCMC
Total Literates 2,496,324 1,343,658
Male Literates 1,317,345 761,715
Female Literates 1,178,979 581,943
Children (0-6 Yrs) 337,062 221,746
Source: Census of India 2011
2.3.6 Household Size

The average Household size in PMC and PCMC is 4.2 and 4.0 respectively.
Table 2-3: Household size in PMC and PCMC
Area Name Households Population Avg. Household size

Pimpri Chinchwad (M Corp.) 426277 1719922 4.0
Pune (M Corp.) 739099 3089302 4.2
Source: Census of India 2011
2.3.7 Employment
Employment data as per 2011 Census for PMC and PCMC is summarized in Table 2-4. The
employment density map for the study area is shown in Figure 2-11. The zone-wise base year
employment of the study area is given in Annexure 2.2.
Table 2-4: Working Population in PMC and PCMC
Year PMC PCMC

1991 531493 166833
2001 865150 350260
2011 1203153 676832
Source: Census of India – 1991, 2001, 2011
2.3.8 Work Force Participation Rate (WFPR)

The Work Force Participation Rate (WFPR) is an important parameter indicating the economic
activity of the area. The trends of WFPR for PMC and PCMC is compiled and presented below.
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Table 2-5: Work Force Participation Rate (WFPR)
Year PMC PCMC

1991 31.7% 32.3%
2001 34.1% 34.6%
2011 38.5% 39.2%
Source: Census of India – 1991, 2001, 2011
Figure 2-11: Employment Density (2018) Map of the Study Area

Source: Consultants’ analysis
The share of Pune population engaged in Agricultural and household industries is only 4% and
rest is categorized as other workers. In addition to 11.29 lakhs main workers, there are around
73,765 marginal workers who are engaged in employment activity less than 6 months in a year.
Further, the share of male and female working population is 73% and 27%, respectively.
2.4 Land use

2.4.1 Existing Land-Use of PMC
The development plan 2001 is specially made for the newly added fringe areas into Pune
Municipal Corporation. As per 1987 Development plan, the percentage composition of residential
is 50.58 sq.km i.e. 37% of the total land use and in 2001 DP, the residential land use has
increased to 50%. Considering the growing demand for housing, the newly added areas have
been utilized for residential use.
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The land use as per Pune Development Plan is presented in Figure 2-12 and Table 2-6. The
combined land use pattern shows that around 43% of the area is under residential zone, 2% is
under commercial zone, 4% under industrial zone and 16% under public/semi-public and
recreational use. The area under transport is around 13%
Figure 2-12: Land use Distribution – Pune City

Source – City Sanitation Plan 2001, PMC
Table 2-6: Land use of PMC
Area in Sq.km
Land use Newly Total Area in %
1987 DP
Merged areas
Residential 50.58 53.16 103.74 42.53
Commercial 2.35 1.57 3.92 1.61
Industrial 7.26 2.62 9.88 4.05
Public and Semi Public 15.22 1.45 16.67 6.83
Public Utilities 1.38 0.00 1.38 0.57
Transport 22.00 9.81 31.81 13.04
Reserved, Forest &Agri. 2.35 26.70 29.05 11.91
Water Bodies 12.04 2.48 14.52 5.95
Hills and Hill Slopes 12.45 0.00 12.45 5.10
Recreational 12.73 7.79 20.52 8.41
Total 138.36 105.58 243.94 100
Source – City Sanitation Plan 2001, PMC
Urban growth in Pune city has followed a radial pattern with organic development along the
highways. While radials have been well developed, the circular road development is lagging
behind resulting in detour, and congestion in central areas.
Due to strong economic activities in the city and region, Pune is attracting significant number of
migrant population especially young people. The migration is likely to maintain or increase further
due to better employment opportunities. As compared to 1987 DP, the 2001 DP shows an
increase of 14% in residential use favouring the growing demand of housing.
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Figure 2-13: Existing Land use of PMC

Source – Revised City Development Plan for Pune-2041
2.4.2 Proposed Land use and Growth Direction of PMC

The proposed land use of PMC for 2027 by DP (2007-2027) is presented in Table 2-7.
Table 2-7: Proposed Land use of PMC for 2027 by DP (2007-2027)
Type of Land use Area in Sq.km % of Share
Residential 104.60 35.44%
Commercial 4.08 1.38%
Industrial 5.58 1.89%
Public & Semi Public 39.07 13.24%
Public Utilities 3.21 1.09%
Transport 45.03 15.26%
Reserved, Forest &
14.39%
Agriculture 42.48
Water bodies 13.92 4.72%
Hill and Hill slopes 16.86 5.71%
Recreational 20.34 6.89%
295.17 100.00%
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Growth direction envisaged by the Development Plan is as follows:

 The growth direction of PMC as envisaged in Development Plan is towards Hinjewadi, PCMC
and Hadapsar. The growth is triggered mainly by IT industry in Hinjewadi, automobile industry
in PCMC and BPO, IT and manufacturing industry in Hadapsar
 The growth corridors mainly passes through North, West and East direction. Southern side of
PMC contains hilly area where growth is not favorable. Growth is considerably restricted in
the Northeast direction due to the presence of Airport funnel area
However, some of the major proposals may result in deviation of growth direction of PMC as
envisaged in Development Plan.
The proposed road from Charoli- Lohegaon is likely to intensify development in the surrounding
areas of the airport. Several Town Planning schemes have been proposed along the ring road
which is going to redefine the growth direction. The proposed airport at Purandar near Saswad
town is likely to trigger development on available developable areas in the southern direction.
Undri, Pisola, Mohammedwadi along the eastern bypass and Viman Nagar, Baner and
Balewadi are developing areas and has potential to develop further.
Figure 2-14: Future Growth Direction of PMC

Source: Revised City Development Plan for Pune-2041
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2.4.3 Existing Land use of PCMC

The existing land use of PCMC is presented in Figure 2-15 and Table 2-8. The total area of
PCMC is 170.5 sq.km in which Development Plan has been prepared for 86 sq.km (as per old
limit in 1991) and also for additional 84.51 sq.km (as per extended city limit in 1997) and
Tathawadi village with 6.49 sq.km. The existing land-use of PCMC is shown in Table 2-8.
Table 2-8: Land use of PCMC
Area in Sq.km
Land use Newly Merged Total Area in %
1987 DP
areas
Residential 10.16 22.26 32.42 19.01
Commercial 0.40 0.19 0.59 0.35
Industrial 10.85 1.48 12.33 7.23
Public and Semi Public 0.84 0.82 1.66 0.97
Public Utilities 0.42 0.39 0.81 0.48
Transport 4.26 2.38 6.64 3.89
Reserved, Forest & Agri. 26.27 33.27 59.54 34.92
Water Bodies 1.89 0.95 2.84 1.67
Quarry 0.22 2.46 2.68 1.57
Recreational /Open spaces 0.69 0.01 0.70 0.41
Barren /Vacant Lands 30.01 20.29 50.30 29.50
Total 86.01 84.50 170.51 100
Source: Draft Development Plan-1997, PCMC
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Figure 2-15: Existing Land use Map of PCMC

Source: Draft Development Plan-1997, PCMC
Residential areas have been proposed in the extended areas to absorb the future population.
Commercial uses have been distributed at the vantage locations mainly along the intersection of
major roads in the proposed residential uses. The DR of PCMC also reveals that mixed land use
concept has been adopted. The proposed land use of PCMC is shown in Table 2-9.
PCMC has large developable lands. Wakad, Punewale and Kiwale are likely to be developed
located on western side of PCMC. On Eastern side areas like Charoli, Moshi, Chimbali and
Talwade likely to be developed.
Table 2-9: Proposed Land use for the extended areas
Existing Proposed
Head % of % of % of % of
Area Area
Developed Total Developed Total
(sqkm) (sqkm)
Land Land Land Land
1 Residential 22.26 80.84 26.34 47.28 67.25 55.94
2 Commercial 0.19 0.70 0.23 2.68 3.81 3.17
3 Industrial 1.48 5.37 1.75 3.22 4.58 3.81
4 Public Utilities 0.39 1.43 0.47 0.97 1.37 1.14
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Existing Proposed
Head % of % of % of % of
Area Area
Developed Total Developed Total
(sqkm) (sqkm)
Land Land Land Land
5 Public & Semi Public 0.82 2.99 0.97 2.66 3.78 3.15
6 Transportation 2.38 8.63 2.81 10.94 15.57 12.95
7 Recreational 0.01 0.05 0.01 2.56 3.64 3.03
8 Water Bodies 0.95 1.13 1.33 1.57
9 Quarry 2.46 2.91 0
10 Vacant Land 20.29 24 0
11 Agriculture &
33.27 39.37 12.89 15.25
Reserve Forest
Total Developed Area 27.54 100 32.59 70.29 109.86 83.18
Un-Developed Land 56.97 67.41 14.22 16.82
Total 84.51 84.51
Source: Development Plan-1997, PCMC
The above table reveals that 33% of area to total is developed. The Development Plan has
proposed to develop 83% of the total area, in which about 56% of the land is proposed for
residential areas, followed by 13% area for transportation.
2.5 Economy
2.5.1 Maharashtra
Maharashtra occupies the western & central part of the country. It has 720 km long coastline
along the Arabian Sea and is also fortified naturally by Sahyadri and Satpura mountain ranges.
The State is surrounded by Gujarat to the North West, Madhya Pradesh to the north,
Chhattisgarh to the east, Telangana to the south east, Karnataka to the South and Goa to the
South West.
For the administrative convenience, State has been divided into 36 districts and 6 revenue
divisions (viz. Konkan, Pune, Nashik, Aurangabad, Amravati and Nagpur). With a population of
11.24 crore, as per Census-2011 and with geographical area of about 3.08 lakh sq. km.
Maharashtra is ranked 2nd in terms of population and 3rd in terms of area. The State is highly
urbanised with 45.2% population living in towns as against 31.1% in India. The State has
registered lowest decadal growth rate of 16% during 2001-11.
The Gross State Value Added (GSVA) and Gross State Domestic Product (GSDP) at constant
prices since 2011-12 are presented in the Table 2-10. The growth rate recorded in GSVA and
GSDP in 2017-18 is 6.6% and 7.3% respectively. Similarly, sectoral growth rate in Agriculture,
Industry and Service during 2017-18 is -8.3%, 6.5% and 9.7% respectively. The average growth
rate during last 5 years in GSDP is 7.6% and similarly sectoral growth in primary, secondary and
tertiary sectors are 2.5%, 6.3% and 8.9% respectively.
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Table 2-10: GSVA at basic prices industry wise & GSDP at Market Prices (2011-12)
Industry 2011-12 2012-13 2013-14 2014-15 2015-16 2016-17
Primary Sector 206,520 208,285 211,745 204,133 204,163 241,258

Secondary Sector 409,882 430,746 444,105 479,650 514,396 549,960
Tertiary Sector 584,509 633,244 684,504 747,964 807,869 885,649
Gross State Value
1,144,418 1,213,382 1,296,414 1,377,448 1,467,256 1,613,188
Added (GSVA)
GSDP (Crore ) 1,280,369 1,357,942 1,451,601 1,543,211 1,660,387 1,826,296
Per Capita GSDP
113,154 118,597 125,284 131,623 139,949 152,122
(Rs.)
Growth Rate
Primary Sector 0.9% 1.7% -3.6% 0.0% 18.2%

Secondary Sector 5.1% 3.1% 8.0% 7.2% 6.9%
Tertiary /Services
8.3% 8.1% 9.3% 8.0% 9.6%
Sector
Gross State Value
6.0% 6.8% 6.3% 6.5% 9.9%
Added (GSVA)
GSDP (Crore) 6.1% 6.9% 6.3% 7.6% 10.0%
Per Capita GSDP
4.8% 5.6% 5.1% 6.3% 8.7%
(Rs.)
The sectorial share of Maharashtra’s economy is presented below which indicates that though
service sector is dominating, there is reasonable presence of industry with 30% share and
agriculture with 18% share.
Figure 2-16: Sectoral Share of Economy of Maharashtra
2.5.2 Pune District
General
The district lies between 17º 50' to 19º.20' North latitudes 73.20 to 75.10 East longitudes. The
district is surrounded by Ahmednagar district North and East, Satara District on the South and
Raigad district on the West, Solapur District on South-East and Thane District on North-West.
Total area of Pune district is 15,642 sq.km which is 5% of the total area of Maharashtra, of which
15,021 sq.km comes under rural area and 621 sq.m comes under urban area. The district has
1844 villages, 1234 Gram Panchayats 13 Panchayat Samities, 11 councils, 2 Municipal
corporations, 3 Cantonment Boards and 13 Tahsils namely Ambegaon, Baramati, Bhor,
Purander, Daund, Haveli, Indapur, Junnar, Khed, Maval, Mulshi, Shirur and Velha. Among the 35
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districts of the state, Pune ranks second in terms of area and third in terms of population and
fourth in terms of density.
Demographics
As per 2011 census population of Pune District is 94.27 lakh of which 49.36 lakh are Males and
44.91 lakh are Females. Of the total 39% population is in rural area where as 61% population is
in urban area. The rate of growth of population during the last decade 2001-2011 is 30.34%.
Population density of Pune district is 603 persons per sq.km whereas state’s population density is
half of the Pune district i.e. 365 per sq.km.as per 2011 census. As per 2011 census the ratio of
Female to Male is 915 per 1000. In rural area it is 932 and in urban area it is 904.The sex ratio of
the state is 929. The total literacy rate of the district is 87.19%. In urban area it is 91.19% and in
rural area it is 80.93%. The corresponding ratio of the state is 89.09% in urban area and 77.09%
in rural area.
Industries and Employment

Pune is an industrially developed district. The transport and communication facilities available
have contributed to the development of industries. Pimpri, Chinchwad, Chakan, Baramati, Jejuri,
Daund, Ranjangaon (Shriur) have industrial areas, while Hinjewadi and Talwade have IT parks.
Pimpri Chinchwad is one of the most industrialized area in the country. Auto manufacturers,
engineering goods and cloth manufacturing units are the major industries in Pune. Besides there
are about seven sugar manufacturing units. The district also possesses Co-operative and Large
scale industries. These industries along with the agriculture and Government sector provide
considerable employment to the population in the district as well as in the adjoining districts. The
region wise MSME’s is presented in the Table 2-11.
Table 2-11: Region wise information of Udyog Aadhaar MSMEs (Dec 2017)
Udyog Aadhaar MSMEs Employment Investment

Region
Share Number Share Amount Share
Number
(%) (Lakh) (%) (Crore) (%)
Mumbai 30,183 8.4 4.75 17.2 9,159 10.7
Konkan (Excl.Mumbai) 57,906 16.1 6.37 23.1 20,220 23.7
Nashik 34,389 9.6 2.6 9.4 10,131 11.9
Pune 69,702 19.4 7.23 26.3 25,399 29.8
Aurangabad 44,050 12.3 2.86 10.4 9,561 11.2
Amravati 17,949 5.0 0.82 3.0 2,760 3.2
Nagpur 104,658 29.2 2.93 10.6 8,133 9.5
Total 358,837 100.0 27.55 100.0 85,362 100
Source: Economic Survey of Maharashtra 2017-18
It can be observed above, that Pune Region1 has the highest share of employment in Udyog
Aadhaar MSMEs of 26.3% as compared to other regions. Also total industrial units in MIDC,
investments and Employment (Lakh) is highest in Pune region.
1
Pune region comprises of Pune, Satara, Sangli, Kolhapur and Solapur districts
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Table 2-12: Industrial Units in MIDC (as on March, 2017)
Division Units(no.) Investment (Crore) Employment (Lakh)
Mumbai 1,012 19,040 1.39

Konkan (Excl.Mumbai) 12,821 48,953 4.11
Nashik 7,823 6,979 0.91
Pune 12,159 66,464 4.77
Aurangabad 7,650 8,943 0.75
Amravati 2,273 7,338 0.38
Nagpur 3,674 16,057 0.88
Total 47,412 173,774 13.19
Source: Economic Survey of Maharashtra 2017-18
The share of Pune district’s contribution to state Income is 11.4% during 2016-17 which is next
only to Mumbai which stands at 22.1%
Table 2-13: Gross District Value Added At Constant Prices (2011-12) (In Crore Rs.)
2011-12 2012-13 2013-14 2014-15 2015-16 2016-17
Pune 131,145 139,329 148,094 160,241 171,164 185,316

Maharashtra 1,144,419 1,213,382 1,296,414 1,377,448 1,467,257 1,613,187
Percentage 11.46% 11.48% 11.42% 11.63% 11.67% 11.49%
Road Network
The details of road network in Pune district are presented below.
Table 2-14: Details of Road Network in Pune District
Length of
Road Width
Road (in Kms)
7 m and above 1287
5.5 m 1322
3.75 m 3957
Other Roads 119
Total 6685
Source: Economic Survey of Maharashtra, 2017-18
2.5.3 PMC and PCMC

Pune known as Queen of the Deccan Plateau & Oxford of East is the 9th largest metropolis in
India, the second largest in the state of Maharashtra after Mumbai, and the largest city in the
Western Ghats. It is the cultural capital of Maharashtra. IT/ITES sector has been developed in
Hadapsar in PMC, Talwade in PCMC and Hinjewadi (outside Municipal limits).
The city is also regarded as Motor City as the automotive sector is prominent in PCMC. It is home
to the Automotive Research Association of India, which is responsible for the homologation of all
vehicles available in India. All sectors of the automotive industry are represented, from two-
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wheelers and auto rickshaws to cars, tractors, tempos, excavators and trucks. Industrial areas in
surrounding areas of Pune such as Talegaon, Ranjangaon, Chakan, Shikarpur etc., have also
contributed to economic activity of the study area.
2.5.4 Industries
Pune has well-established manufacturing, glass, sugar, and forging industries since the 1950-
60s. It has a growing industrial hinterland, with many information technology and automotive
companies setting up factories in Pune district. It is also a prominent location for IT and
manufacturing companies.
The Kirloskar Group was the first to bring industry to Pune by setting up Kirloskar Oil Engines Ltd.
in 1945 at Kirkee in Pune. The Group was originally set up in Kirloskarwadi. Kirloskar Brothers
Limited (India's largest manufacturer and exporter of pumps and the largest infrastructure
pumping project contractor in Asia), Kirloskar Oil Engines (India's largest diesel engine company),
Kirloskar Pneumatics Co. Ltd., and other Kirloskar companies are based in Pune.
Automotive companies such as Bajaj Auto, Tata Motors, Mahindra & Mahindra, Mercedes Benz,
Force Motors (Firodia-Group), Kinetic Motors, General Motors, Land Rover, Jaguar, Renault,
Volkswagen, and Fiat have set up greenfield facilities near Pune, leading to cite Pune as India's
"Motor City".
The Hinjewadi IT Park (officially called the Rajeev Gandhi IT Park) is developed by MIDC to
house the IT sector in Pune. When completed, the Hinjewadi IT Park is expected to encompass
an area of about 2,800 acres (11 km2). The estimated investment in the project is 600 billion
(US$9.4 billion). The IT sector employs more than 1.75 lakh people.
Serum Institute of India, the world's fifth largest vaccine producer by volume has a manufacturing
plant located in Pune. Pune is the largest hub in India for German companies. According to the
Indo-German Chamber of Commerce, Pune has been the single largest hub for German
companies for the last 60 years. Over 225 German companies have set up their businesses in
Pune.
Pune Food Cluster development project is an initiative funded by the World Bank. It is being
implemented with the help of SIDBI, Cluster Craft to facilitate the development of the fruit and
vegetable processing industries in and around Pune.
Many industrial areas (MIDC and Private Industrial areas) are located in Pune Metropolitan
Region which employs large number people. Industrial areas generate large number of
commercial and passenger trips.
The industrial areas located in Pune Metropolitan Area are presented in Table 2-15 and Figure
2-17.
Table 2-15: Industrial Areas in Pune Metropolitan Area
No Name of the Industrial Area Developed By Type of Industries
1 Chakan MIDC Engineering, Auto, Auto ancillary

Engineering, Auto ancillary, Food,
2 Hadapsar -
IT
3 Hinjewadi MIDC IT, Pharmaceutical, Auto ancillary
Pharmaceutical, Textile,
4 Jejuri MIDC
Engineering
5 Kharadi MIDC IT, Engineering
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No Name of the Industrial Area Developed By Type of Industries

Engineering, Auto, Auto Ancillary,
6 Pimpri Chinchwad MIDC
Pharmaceutical
FMCG, Pharmaceutical,
7 Pirangaut -
Engineering
White goods, FMCG, Auto,
8 Ranjangaon MIDC
Engineering, Electronics
9 Talewadi Software Park MIDC IT
10 Talegaon MIDC Engineering, Auto, ICD
Floriculture, Inland Container
11 Talegaon Floriculture Park MIDC
Deport
Steel, Engineering, Auto, Auto
12 Sanaswadi -
Ancillary
Engineering, Paper, Agricultural
13 Uruli Kanchan -
Research
Figure 2-17: Map Showing Industrial Areas in and around PMR
GDP of Pune
As per Business World (June, 2017), Pune is the 7th richest city with respect to the GDP. The
GDP of top 10 cities is presented in the Table 2-16. Pune which is the second largest city of
Maharashtra has an estimated GDP of $ 69 billion. Pune is also a home to 5 billionaires.
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Table 2-16: GDP (in billion dollars) of various Indian Cities

2
GDP (PPP ) in
Sl. No. Indian City
Billion Dollars
1. Mumbai 310
2. Delhi 293.6
3. Kolkata 150.1
4. Bengaluru 110
5. Chennai 78.6
6. Hyderabad 75.2
7. Pune 69
8. Ahmedabad 68
9. Surat 59.8
10. Vishakhapatnam 43.5
Source: Business World, June 2017
2.5.5 Education and Research Centres
General
Pune is known as "Oxford of the East" due to the presence of several well-known educational
institutions in the city. The city has emerged as a major educational hub in recent decades, with
nearly half of the total international students in the country studying in Pune. Some institutes of
national importance like Fergusson College, Savitri Bhai Phule University of Pune, College of
Engineering Pune (COEP), and Symbiosis Group of Institutions.
Pune is the major educational hub in Maharashtra. Pune has over a hundred educational
institutes and more than nine deemed universities apart from the University of Pune, which is the
second largest University in the country. The College of Engineering Pune, now an autonomous
institute of the government of Maharashtra, founded in 1854, is the third oldest engineering
college in Asia. The list of major institutions and research centers in Pune are presented in
Annexure 2-4.
The details of school and college Enrolment data in PMC and PCMC and Pune District is
presented in the Table 2-17. A total of 156 and 1810 colleges and schools exist within the PMC
and PCMC.
Table 2-17: Particulars of Schools and Colleges
No. Particulars Numbers

1 Total colleges in PMC & PCMC 156
2 Total colleges in Pune district 374
3 Total schools in PMC & PCMC 1810
4 Total schools in Pune district 7198
2
PPP-purchasing power parity
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160 Engineering and Management Colleges, 115 Arts/Commerce and Science Colleges and 99
other colleges are operational in Pune district. The category wise colleges existing within Pune
district are presented in the Table 2-18.
Table 2-18: Category-wise Colleges in Pune District
No. Colleges Numbers

1 Engineering and Management 160
2 Arogya Vigyan 28
3 B.Ed. 32
4 Pharmacy 18
5 Law 14
6 Architecture 7
7 Arts, Commerce and Science 115
Total 374
Source - ESR 2016-17
The teacher to student ratio in schools comes out to be 1:31 whereas for private colleges it is
1:42 within the Pune district. The details of the students and teachers enrolled in schools and
private colleges are presented in the Table 2-19 and Table 2-20.
Table 2-19: Students and Teachers in Pune District (Schools)
No. Students and Teachers in Schools Numbers

1 Total Teachers 61392
2 Total Students 1919231
Source - Education Department 2017-18
Table 2-20: Students and Teachers in Pune District (Private Colleges)
No. Students and Teachers in Pvt. Colleges Numbers

1 Total teachers 5199
2 Total students 218519
Source - Education Department 2017-18
2.5.6 Tourism
Pune is known as the Queen of the Deccan, surrounded with green hills and placid lakes and
having a salubrious climate. The cultural capital of Maharashtra is among the greenest urban
areas in India. Pune Metropolitan Region is house to various kinds of tourist locations like
historical, spiritual and religious, hill stations, trekking spots, museums, amusement parks,
waterfalls etc., which will entertain tourist of all age groups. Pune is visited by vast number of
domestic and international tourists every year.
Pune is most preferred destination for foreign tourists in Maharashtra after Mumbai. Around 1.3
crore tourists visited Pune during 2014-15; in which about 95% where domestic and 5% are
international tourists.
Some of the important tourist destinations in the study area are given in the Table 2-21 and have
been represented in the Figure 2-18.
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Table 2-21: Tourist Locations in the Study Area
No. Name Type
1 Shaniwar Wada Historic

2 Aga Khan Palace Historic
3 Sinhgad Historic
4 Bund Garden Historic
5 Lal Mahal Historic
6 Raja Dinkar Kelkar Museum Historic
7 Parvati Hill Historic
8 Mahadji Shinde Chhatri Historic
9 National War Memorial Southern Command Historic
10 Mahatma Phule Museum Historic
11 Pataleshwar Cave Temples Historic
12 Vishram Baug Wada Historic
13 Tribal Research & Training Institute Historic
14 Sarasbaug Ganesh Temple Leisure
15 Rajiv Gandhi Zoological Park Leisure
16 Khadakwasla Dam Leisure
17 Osho International Meditation Resort Leisure
18 Pu La Deshpande Graden Leisure
19 Moraya Gosavi Temple Religious
20 Sant Dyaneshwar Mandir Religious
21 Sant Tukaram Maharaj Temple Religious
22 Shreemant Dagdusheth Ganpati Temple Religious
23 St Mary's Church Religious
24 Chattushringi Temple Religious
25 Shri Mahalaxmi Mandir Religious
26 Tulsi Baug Religious
27 Ohel David Synagogue Religious
28 Shree Chintamani Vinayaka Temple Theur Religious
29 Prati Shirdi Religious
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Figure 2-18: Tourist locations in the study area
2.6 Existing Transport Scenario

To understand the existing transport scenario in the study area, secondary data related to
transport modes and demand in the study area is collected and presented in Table 2-22.
Table 2-22: Summary of Secondary Data Collected
No. Name of the Agency Data Collected

Vehicle Registration Data, details of Permits for
1 RTO
vehicles
2 Traffic police Road Accidents
3 Airport Authority of India Air Traffic Data
Directorate of Economics & Statistics,
4 Employment (MIDC & Other Industrial Areas)
Govt. of Maharashtra
5 Indian Railways Railway Data
6 PMPML, BRTS Public Transport
7 MSRTC Bus Schedules and Passengers
8 Maha Metro Details of Metro corridors, DPRs
9 Tourism Dept. Tourism Data
10 PMC & PCMC School & College enrolment data
11 PMC & PCMC Shops & Establishments
12 PMC Environment Status Report
13 Directorate of Economics & Statistics, Socio - Economic Data
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No. Name of the Agency Data Collected

Govt. of Maharashtra
MIDC, SEZs, Business Parks, Hinjewadi Economic growth of the region, Major
14
Industrial Association Investments
Land use details of projects undertaken by
15 PMRDA
PMRDA
2.6.1 Registered Vehicles

The total vehicle population in PMC3 as on 31st March 2018 was 36.2 lakhs (under the Regional
Traffic Office MH-12), and the total number of registered vehicles in PCMC4 is 15.68 lakhs in
which 11.69 lakh are two wheelers and 2.54 lakh are four wheelers. Thus around 51.88 lakh
vehicles are registered in PMC and PCMC. Every day more than 1084 new vehicles are being
added to the study area.
The total number of vehicles registered in year 2016-17 in PMC and PCMC were 2,70,307 and
1,25,377 which sums up to 3,95,684. The analysis of vehicle population data from the year 2012
to 2017, Compound Annual Growth Rate (CAGR) was calculated from 2011-12 to 2016-17 for
various classes of vehicles and has been presented in the Table 2-23. It can be noticed that two-
wheelers constitute to 74.74% of the total vehicles, followed by cars with 17.29%.
Table 2-23: Past trend in the vehicle population in PMC and PCMC
New Vehicle Registrations
Category CAGR
March March March March March March March Aug Share
(2011-
2011 2012 2013 2014 2015 2016 2017 2017 2017
17)
Motor Bikes 2164434 2400882 2629516 2855901 3112469 3385371 3667177 3795845 9.19% 74.74%
Cars/Jeeps 437336 507706 578605 645306 704733 767389 844215 877936 11.59% 17.29%
Taxi 20414 17793 19565 20987 22753 30761 46511 49950 14.94% 0.98%
Auto
69473 50692 49686 50392 51224 50892 50892 50892 -5.05% 1.00%
rickshaw
PMPML + ST
Buses + PVT 15663 10477 11650 14065 15331 18606 24122 24877 7.46% 0.49%
Buses
School Buses 960 1354 1711 1842 1969 2499 2660 2837 18.51% 0.06%
Pvt.Ser.Vehicl
1114 1641 1652 1750 1817 1861 1924 1957 9.54% 0.04%
es
Ambulances 1583 1525 1613 2038 2627 2730 2844 2897 10.26% 0.06%
Arti. &
53 885 914 1145 2464 4003 7044 7108 125.90% 0.14%
Multi.Veh.
Trucks &
47150 35573 36985 39901 41104 43524 51268 54306 1.41% 1.07%
Lorries
Tankers 5219 3740 3751 4622 4909 4632 4714 4763 -1.68% 0.09%
3
Business Standard dated 5th April, 2018, “Vehicles figure in Pune overtakes human population
4
Times of India dated, 12th April, 2018 “Pimpri- Chinchwad Municipal Corporation to charge parking fee on key roads soon
Study Area Profile

Page 2-26
New Vehicle Registrations
Category CAGR
March March March March March March March Aug Share
(2011-
2011 2012 2013 2014 2015 2016 2017 2017 2017
17)
Del.Van (4 W) 41439 48610 54181 57117 62652 67386 73900 75552 10.12% 1.49%
Del.Van (3 W) 46192 45866 47832 50641 53140 55233 58276 59147 3.95% 1.16%
Tractors 28423 29920 31214 34059 37084 39545 41509 42199 6.52% 0.83%
Trailers 13994 15735 15803 15738 16334 16678 16868 16898 3.16% 0.33%
Others 6045 7656 8000 8560 9367 10394 11176 11702 10.79% 0.23%
Total 2899492 3180055 3492678 3804064 4139977 4501504 4905100 5078866 9.16% 100%
According to the vehicle registration and vehicle permit data, PMC & PCMC grants permits for
Auto Rickshaws, Taxi, Contract Carriages, Private Buses, School Buses and other passenger
and goods vehicles. Till March 2017, vehicle permit data for PMC and PCMC has been
represented in the Figure 2-16. The region has 50,892 rickshaws and 46,511 taxies running with
a valid permit.
Figure 2-19: Valid Vehicle Permits in PMC & PCMC

Source: RTO
2.6.2 Accident Scenario
Traffic Trends
For the purpose of accident analysis, accident records in various police stations of Pune are
collected and analysed. Table 2-24 and Figure 2-20 shows the trends of road accidents in Pune
for the past 5 years. The trends showed that there has been a gradual decline in the number of
fatal crashes in the city which has reduced from 388 in 2013 to 360 in 2017. It shows a decline by
7.8% over the last five years.
Table 2-24: Accident Trend of Road Accidents in Pune (2013-17)
Fatal Grievous Minor

Non- Total
No. Year No. of No. of No. of
Accident Accident Accident injured Victims
Death Injured Injured
1 2013 388 399 518 618 659 885 122 1902
2 2014 378 399 495 629 580 773 119 1801
3 2015 419 438 568 698 367 507 89 1643
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Fatal Grievous Minor

Non- Total
No. Year No. of No. of No. of
Accident Accident Accident injured Victims
Death Injured Injured
4 2016 397 410 595 676 306 360 78 1446
5 2017 360 373 607 710 358 441 182 1524
Figure 2-20: Road Accidents Trends in Pune

1325 road accidents occurred in the year 2017, of which 1524 victims were involved in road
crashes. As per police records, 360 were fatal accidents and remaining were major or minor
injuries. 182 incidents (non-injured) also occurred during the same year. Gender wise
involvement of road users in road accidents are shown in the Table 2-25. The numbers shows
that 75.42% of the road accidents involved are male and 24.58% are female across various
categories of road accidents in the year 2017. Also, during 2013 to 2017, 82.57% of the fatal road
accidents involved were males and 17.43% were females.
Table 2-25: Gender-wise Accident Severity
Gender Male Female

Type of
F GI MI NI Total F GI MI NI Total
Accident
No of persons
308 530 307 18 1163 65 180 134 0 379
involved
Share (%) 26.5% 45.6% 26.4% 1.5% 100% 17.2% 47.5% 35.4% 0% 100%
Gender Share
75.42% 24.58%
(%)
During 2013-2017, total of 8334 road accidents occurred of which 2019 accidents were fatal and
3330 accidents were grievous. Also, 76.90% males and 23.10% females were involved in these
road accidents.
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The total collisions recorded across various categories in the city of Pune are shown in the Table
2-26. According to the recorded data, two-wheelers and cars were involved in around 60% of the
road accidents every year.
Table 2-26: Mode-wise Total Collisions Recorded – Vehicles involved
User 2013 % 2014 % 2015 % 2016 % 2017 %
TW 462 27% 486 31% 476 33% 422 31% 404 27%
Car 532 31% 465 30% 427 29% 375 27% 541 36%
Auto 61 4% 69 4% 39 3% 40 3% 49 3%
Bus 180 11% 168 11% 125 9% 143 10% 127 8%
Truck 328 19% 296 19% 288 20% 271 20% 279 19%
Tractor 10 1% 8 1% 6 0.4% 6 0.4% 8 1%
Others 117 7% 82 5% 87 6% 119 9% 99 7%
Total 1690 100% 1574 100% 1448 100% 1376 100% 1507 100%
The statistics of road victims is presented in the Table 2-27. Most of the victims are two-wheeler
riders (57%), followed by pedestrians (28%).
Table 2-27: Mode-wise Road Accident Victims (Fatal)
No User victim 2013 % 2014 % 2015 % 2016 % 2017 %
1 Pedestrian 119 30.1% 126 31.6% 136 31.1% 132 32.2% 106 28.4%
2 Bicyclist 13 3.3% 9 2.3% 19 4.3% 14 3.4% 4 1.1%
3 TW 211 53.3% 214 53.6% 240 54.8% 199 48.5% 212 56.8%
4 Car 15 3.8% 17 4.3% 10 2.3% 14 3.4% 18 4.8%
5 Auto 10 1.8% 8 2.0% 12 2.7% 7 1.7% 3 0.8%
6 Bus 2 0.5% 3 0.8% 0 - 4 1.0% 2 0.5%
7 Truck 1 0.3% 2 0.5% 2 0.5% 3 0.7% 3 0.8%
8 Others 28 7.1% 20 5.0% 19 4.3% 37 9.0% 25 6.7%
Total 399 100.0% 399 100% 438 100% 410 100% 373 100.0%
From vehicular population data and road crash data it was found out that the rate of traffic deaths
per 1,00,000 vehicles is 7.2 and rate of traffic deaths per 1,00,000 people is 5. According to WHO
(World Health Organization), the average rate was 17.4 per 100,000 people. Low-income
countries now have the highest annual road traffic fatality rates, at 24.1 per 100,000, while the
rate in high-income countries is lowest, at 9.2 per 100,000. For India the average rate of traffic
death is 16.6 per 1,00,000 people (WHO, 2013). The study area has shown considerably a lower
rate of traffic deaths per 1,00,000 people.
Identification of Black Spots

Around 34 accident locations have been identified based on number and severity of the
accidents. These accident black spot locations have been presented in the Table 2-28 and
Figure 2-21.
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Table 2-28: Black Spots in Pune City (2012-17)
No. Zone Accident Location Name
1 Kothrud Karishma Chowk

2 Sahkar Nagar Walhekar Chowk
3 Bharti Vidyapeeth Katraj Chowk
4 Bharti Vidyapeeth Dari Pul
5 Swargate Jedhe Chowk
6 Swargate Dayas Plot
7 Market yard Gangadham Chowk
8 Hadapsar Fursungi Railway Bridge
9 Hadapsar Gadital Hadapsar
10 Wanwadi Ramtekdi Chowk Solapur Highway
11 Kondhwa Undri Chowk
12 Kondhwa Khadi Machine Chowk
13 Airport Telachi Mori
14 Airport Kharadi Bypass
15 Yerwada Hyatt Hotel
16 Yerwada Sadalbaba Chowk
17 Warje Mutha River Bridge
18 Warje Mai Mangeshkar Hospital
19 Sinhgad Road Wadgaon Bridge
20 Sinhgad Road Nawale Bridge
21 Sangvi Aundh Hospital
22 Sangvi Vishal Nagar
23 Wakad Jagtap Dairy Chowk
24 Hinjewadi Balewadi Stadium
25 Hinjewadi Wakad Bridge
26 Hinjewadi Bawdhan Bridge
27 Hinjewadi Punawale Bridge
28 Hinjewadi Bhumkar Chowk
29 Bhosari Dhawde Wasti
30 Bhosari Nashik Phata
31 Bhosari C.M.E. Bopodi
32 Nigdi Bhakti Shakti Chowk
33 Dighi Dighi Magzine chowk
34 Dighi A.I.T. College
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Figure 2-21: Identified Black Spots in Pune
2.6.3 Intercity Bus Service

Maharashtra State Road Transport Corporation (MSRTC) is the state run bus service of
Maharashtra having fleet of over 18,000 buses and operating over 1,05,000 bus trips daily
covering 5.8 million km with a total staff of 1.07 lakh employees. MSRTC runs various kinds of
buses providing passengers mobility covering Intra-state and Inter-state: i) Volvo buses ii) AC
buses, iii) Semi-Luxury, iv) Ordinary, v) Medi buses; etc. Over 7 million passengers are availing
our services daily.
MSRTC operates buses from Pune to all major parts of the state from four bus terminals:
Swargate, Shivaji Nagar, Pune Railway Station and Vallabh Nagar. Buses to Mumbai, Solapur,
Nasik, Shiridi etc, are plying at regular intervals from Pune. Wide range of services is operated by
MSRTC which includes Ordinary, Asiad, Hirkani, Ashwamed, Shivneri and Shivshahi.
Apart from MSRTC, state transport corporations of neighboring states such as Gujarat, Karnataka
and Telangana also operate bus services to Pune. The trends of passengers travelling by ST bus
in Pune District are presented in Table 2-29.
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Page 2-31
Figure 2-22: MSRTC Buses

Table 2-29: Trends of Passengers Travelling by ST Buses in Pune District
Bus Passengers (in Lakhs)

Year
Per Day Per Annum
2011-12 3.82 1395.19

2012-13 3.70 1352.30
2013-14 3.52 1284.43
2014-15 3.20 1167.58
2015-16 3.23 1181.15
2016-17 3.04 1108.93
Source: ESR- 2017

It can be noted that there is a decline in passengers travelling by MSRTC bus over the last five
years. This may be due to the shift to other modes such as private bus services, rail and
increasing use of car for intercity travel.
Private bus operators also play an important role in inter-city passenger movement. These buses
provide connectivity to the major cities like Mumbai, Bangalore Nagpur, Nashik, Hyderabad,
Ahmedabad, Surat etc. Sangamwadi and Akurdi are the two bus depots located within the study
area that cater to parking, operations and maintenance of private buses. However, there is no
designated private bus terminal in the study area.
It is observed that towards Mumbai on Mumbai-Pune Expressway and towards Ahmednagar on
Nagar Road, the share of inter-city buses is dominated by private operators as compared to the
state buses whereas in the other routes the scenario is opposite. Some of the major formal and
informal stops in PMC and PCMC are Shivaji Nagar (Mumbai), Wakad (Mumbai), Nigdi (Mumbai),
Chandani Chowk (Mumbai), Aundh (Mumbai), Bhakti Shakti (Mumbai), Swargate (Bangalore),
Katraj (Bangalore), Bhosari (Nashik), Moshi (Nashik), Kharadi Bypass (Ahmednagar) and
Hadapsar (Solapur).
2.6.4 City Bus Services

PMPML is responsible for operating the bus service in the city and its suburbs. The fleet size of
PMPML is about 1,500. The average life of fleet is about 8 years. Average number of buses on
road per day is 1,382 operating on 371 routes. On an average, 17,000 trips are made and
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PMPML carries around 10.65 lakh trip passengers per day. The average number of passengers
per bus per day is about 770. PMPML operates various services like Regular Service, Rainbow
Buses, Night Buses, Pune Darshan, Ladies Special and Airport Buses.
At present, PMPML has 13 bus depots and 2392 bus stops. 13 bus depots are located at
Swargate, Shivaji Nagar, Kothrud, Katraj, Hadpasar, Market Yard, Upper Depot, Pune Railway
Station, Nigdi, Pimpri, Bhosari, Wagholi, Bhekrai Nagar. Apart from these the other major bus
stands are Deccan Gymkhana PMT Bus Stand, Mahatma Gandhi Bus Stand at Pulgate, Bhakti
Shakti Bus Stand in Nigdi and Chinchwad Bus Stand.
Figure 2-23: PMPML Buses

The historical trend of passengers travelled on PMPML is presented in the Table 2-30. It clearly
shows that the ridership is declining due to increased preference for personal vehicles.
Table 2-30: Past Trends of PMPML Passengers
Year Total Passengers Daily Passengers
2013-14 424894432 1164094

2014-15 444357132 1217417
2015-16 411503942 1124328
2016-17 393916615 1079224
The details of bus routes categorized by regular, BRTS and for specific category i.e. for women
and school children are presented in the Table 2-31. The complete details of PMPML routes and
respective operational characteristics are presented in Annexure 2-5.
Table 2-31: Categorisation of Bus Routes under PMPML
Description Total
Total Schedules Bus Routes 1213
Total Scheduled BRT Routes 349
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Description Total
Total Scheduled Rainbow Routes 16
Ratrani 7
Total Scheduled Women Bus 0
Total Schedules For Schools 34
Pune Darshan C.C 2
Shuttle 5
Total 1626
Depot wise details of daily trips, scheduled service and daily km is presented in the Table 2-32.
The major depots based on the scheduled services are Swargate, Shivaji Nagar (Natawadi),
Katraj, Hadapsar, Nigadi, Pimpri and Pune Railway Station.
Table 2-32: Bus Routes Details for Various Depots under PMPML
Sum of Sum of Daily
Total Daily
Depot Name Daily Scheduled
Schedules
Trips Kms.
Balewadi 416 49 6228
Bhekrainagar 560 110 13131
Bhosari 1238 176 28145
Hadapsar 2039 262 33330
Katraj 2328 372 39663
Kothrud 1918 332 36142
Marketyard 1072 151 16574
Natawadi 2642 374 45670
Nigadi 2246 291 40343
Pimpri 1958 262 35138
Pune station 1952 240 26158
Shewalwadi 308 73 10194
Swargate 2889 370 40245
Total 21566 3062 370961
2.6.5 BRTS
Pune BRTS is the first Bus Rapid Transit System in India. It is named as “Rainbow BRT”. BRTS
covers both PMC and PCMC. At present, 5 corridors of 61 km are operational. Rainbow BRT
caters to 51 routes through 319 buses plying across 5 corridors. The details of BRTS corridors
operational in Pune at present are given in the Table 2-33 and Figure 2-25.
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Table 2-33: Pune BRTS Corridors
Corridor Name Length (Km) Stations Region Status

Operational from
Nagar Road 14 13 Pune
April 2016
Sangamwadi- Operational from
8 9 Pune
Vishrantwadi April 2015
Operational from
Sangvi Phata-Kiwale 14 21 Pimpri Chinchwad
September 2015
Operational from
Nashik Phata-Wakad 8 15 Pimpri Chinchwad
November 2015
Rainbow BRT 44
Upgradation of
Pilot BRT 17 corridor in
progress
Total BRT 61
Figure 2-24: Pune BRTS

Source: ITDP-India
However, the system is not fully segregated or closed. The BRT system has several issues i.e.
lack of exclusive right of way for buses on several sections of the route, poor condition of buses,
Study Area Profile

Page 2-35
lack of safe access to BRTS stations, lack of bus priority at intersections, lack of multi modal
integration facilities etc. Due to the above issues, the system is yet to attract good ridership. For
success of BRTS, strict enforcement and traffic discipline is required. BRTS route from Dapodi-
Nigdi on Pune-Mumbai highway is expected to be operational soon.
Figure 2-25: Operational BRTS Corridors in the Study Area
2.6.6 Suburban Railway

Pune Suburban Railway between Pune to Lonavala is operated by Central Railway (CR). It runs
on double line electrified broad gauge section of 63.84 km. In a day, 18 trains are being operated
from Pune to Lonavala and 5 trains between Pune and Talegaon. The minimum headway of the
trains is 30 minutes and frequency is observed to be low, which makes the system heavily
crowded during peak hours. A large number of students, employees, industrial workers travel by
the suburban train. Mumbai Rail Vikas Corporation (MRVC) is planning for 3rd and 4th line
between Pune and Lonavala, exclusively for suburban rail operations.
The rail passenger statistics is presented in Table 2-34 for last two years.
Table 2-34: Daily and Annual Railway Commuters in Pune
Railway Passengers (in Lakhs)
Year
Per Day Per Month Per Annum
2016-17 1.15 35.32 282.62
2017-18 1.11 34.14 273.17
Stations along Pune-Lonavala railway line are Shivajinagar Station, Khadki Station, Pimpri
Station, Chinchwad Station, Akurdi Station, Dehu Road Station, Talegaon Station and Lonavala
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Station. The Pune Division Jurisdiction Railway Map is shown in the Figure 2-26. It covers
Lonavala to Daund and Pune to Miraj.
There are 8 passenger trains between Pune Junction and Daund section. These trains operate as
suburban trains on this route. Pune to Daund section becomes the third route for suburban trains.
The important halts on this route are Loni Station and Urali Station.
Figure 2-26: Map of Pune Railway Division
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Page 2-37
2.6.7 Metro
Metro system has been approved for two corridors a) PCMC-Swargate and b) Vanaz – Ramwadi
in December 2016. It is implemented by MAHA Metro, a SPV (Special Purpose Vehicle) of
Government of India and Government of Maharashtra. Survey and design work of Pune Metro
had begun in June 2017. The metro corridor is a combination of elevated and underground
sections. The estimated cost of the project is about Rs.11,522 crore. The project is expected to
be completed by 2021.The approved route map of Pune Metro corridors are presented in Figure
2-27.
Table 2-35: Approved Pune Metro Corridors
Stations
Rail Length
Alignment Corridor
(in Km)
Underground Elevated
Line 1 PCMC – Swargate 16.58 5 9

Line 2 Vanaz - Ramwadi 14.66 - 16
Figure 2-27: Route Map of Pune Metro Rail Project
2.6.8 Intermediate Public Transport (IPT)

Auto rickshaws are the main IPT modes in Pune. The various modes of IPT in Pune are: Auto-
rickshaw, Share Auto and Taxi services which include App based taxi aggregators like Ola and
Uber. There are no specific route restrictions for auto rickshaws.
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Auto rickshaws provide connectivity to the city core areas which has a narrow road network.
Many people prefer them over local bus service due to shorter wait time and point to point
service. A total of 50,892 auto rickshaws, 46,511 taxies and 7759 other passenger vehicular
permits are issued in Pune and Pimpri-Chinchwad.
Figure 2-28: IPT Services in Pune

Table 2-36: IPT Permits in PMC and PCMC
Other Passenger
No. Region Auto Rickshaw Taxi Total
Vehicles
1 PMC 45004 19180 395 64579
2 PCMC 5888 27331 7364 40583
Total 50892 46511 7759 105162
A total of 922 designated auto rickshaw stands have been provided in Pune, Pimpri-Chinchwad
and Cantonment area (Source-RTO) and the zone wise details of auto stands have been
presented in the Table 2-37.
Table 2-37: Zone-wise Rickshaw stands allotted
Number of
No. Zone
Auto stands
1 Faraskhana 26
2 Vishrambagh 52
3 Khadak 69
4 Samarth 34
5 Kothrud 89
6 Warje 22
7 Deccan 41
8 Shivajinagar 15
9 Hadapsar 31
10 Wanwadi 39
11 Kondhwa 17
12 Lashkar 34
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Number of
No. Zone
Auto stands
13 Sahakar Nagar 59
14 Bharati Vidyapeeth 49
15 Swargate 44
16 Dattawadi 29
17 Yerwada 29
18 Vimantal 16
19 Bund Garden 40
20 Chaturshringi 60
21 Hinjewadi 5
22 Sangvi 17
23 Khadki 40
24 Bhosari 9
25 Visharantwadi 10
26 Pimpri 25
27 Chinchwad 7
28 Nigdi 14
Total 922
Figure 2-29: Auto-Rickshaw stand zones for PMC and PCMC
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Page 2-40
Figure 2-30: Auto rickshaw stands in Pune

Source: Times of India
2.6.9 Vehicular Pollution
Air Pollution in PMC

Ambient air quality standards are concentrations of pollutants in the air/atmosphere. These
pollutants are unhealthy and could cause illness to human health and also to other living beings.
The data presented in this section has been retrieved from Environment Status Report, PMC,
which has been measured for 6 days in a week. Figure 2-31 to Figure 2-34 represents the air
quality of SOX, NOX, PM10 and PM2.5 values for Pune city at various locations.
SOX level at various locations like Navi Peth, Hadapsar and Mandal have been observed to be
below the permissible level; though an increasing trend has been observed at Hadapsar.
Figure 2-31: Historical values of SOX Levels in PMC

NOX level are way above the permissible level. Again, Hadapsar has the highest levels.
Figure 2-32: Historical values of NOX Levels in PMC
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There has been a declining trend in PM10 levels at monitoring stations. PM10 on an average has
declined from 112µg/m3 to 71µg/m3 from 2012 to 2016. For PM2.5 levels, the same trend has been
observed till 2015 but has been an increase during 2016.
Figure 2-33: Historical values of PM10 in PMC
Figure 2-34: Historical values of PM2.5 in PMC
Air Pollution in PCMC

Air pollution data in PCMC has been retrieved from ESR for PCMC, 2017-18. The concentration
of air pollutants at two monitoring stations of PCMC are presented in Table 2-38.
Table 2-38: Concentration of Air Pollutants in PCMC from April 2017 to March 2018
PCMC
Location MCCIA Bhosari Building
Building
No. Month/Year SO2 NO2 RSPM (PM 10)
Standard Value 50 40 100
1 Apr-17 25.6 39 102.8
2 May-17 26.6 24.2 73.6
3 Jun-17 17.6 32.8 44.2
4 Jul-17 18.6 31.8 26.0
5 Aug-17 15.2 36.6 32.8
6 Sep-17 20.2 36.0 33.8
7 Oct-17 13.0 49.8 101.8
8 Nov-17 17.0 101.8 136.6
9 Dec-17 27.0 77.6 150.2
10 Jan-18 26.4 70.0 130.2
11 Feb-18 26.4 91.6 127
12 Mar-18 37.8 91.0 102.6
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It was observed that the SO2 concentration is within the permissible limit in all the months but
NO2 and RSPM concentrations are more than permissible limits except in monsoon season.
The level of pollutants at Moshi garbage depot is presented in Table 2-39.

Table 2-39: Concentration of Air Pollutants at Moshi Garbage Depot
Duration In North direction - on 100 meter distance In South direction - on 100 meter
from Moshi Garbage Depot distance from Moshi Garbage Depot
Microgram/Cubic meter
Pollutant PM2.5 PM10 SO2 NOX CO PM2.5 PM10 SO2 NOX CO
Standard
60 40 50 40 0.2 60 40 50 40 0.2
Values
May 2017 89.71 27.24 10.21 23.24 0.5 12.3 26.8 17.18 21.73 0.7
Aug 2017 74.26 22.28 10.21 19.74 0.6 12.4 21.40 11.58 16.74 0.4
Jan 2018 76.32 24.10 12.45 27.49 0.5 88.67 22.51 12.30 18.55 0.9
It was observed that the concentrations of PM2.5 and CO are more than the prescribed limit.
Noise Pollution in PMC

Figure 2-35, Figure 2-36 and Figure 2-37 represents the noise levels in commercial, residential
and silence zone measured in various parts of Pune city. It has been observed that for
commercial areas the average noise pollution is 70-75 dB which is more than the permissible
level.
Figure 2-35: Noise Levels in Commercial Area (dB) in Pune

(Day Time Standard Value 65 dB)
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Figure 2-36: Noise Levels in Residential Area (dB) in Pune

Residential areas have been observed with high noise levels; having an average of 65-75 dB.
Locations like Raja Ram Bridge and Ramvadi Octroi Lake has the highest noise level of about
80dB. The same trend was observed for silent zones like hospitals, colleges etc., where the
average is about 60 dB. The maximum levels have been observed at Pune University and Naidu
Hospitals.
Figure 2-37: Noise Levels in Silence Zone (dB) in Pune

Noise Pollution in PCMC

Noise levels at various locations in PCMC are presented in Table 2-40.
Table 2-40: Noise Levels at various locations in PCMC
No Area/ Sound recording May 2017 August January

. Standard places 2017 2018
Values (LB)
Day Night Day Night Day Night
1 Residential a. Dhorenagar Old 68.9 59.1 73.4 79.6 79.6 69.2

Day time – 55 Sangvi
Night – 45 b. Kiwale Gaon 68.9 65.5 76.2 68.3 84.1 65.9
c. Nigdi Pradhikaran 98.4 97.3 94.8 83.7 91.0 70.8
2 Silence zone a. Aditya Birla 71.6 72.1 74.3 69.5 84.3 70.1
Day – 50 Hospital
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No Area/ Sound recording May 2017 August January

. Standard places 2017 2018
Values (LB)
Day Night Day Night Day Night
Night – 40 b. Chaitanya Hospital 80.4 80.3 86.8 81.3 85.3 74.6

Chapekar Chowk
c. Jaihind High 73.8 83.4 78.3 77.6 80.4 67.4
School Pimpri
3 Commercial a. Shivaji Chowk, 71.3 63.5 76.3 70.3 87.4 66.0
Day – 65 Pimple saudagar
Night - 55 b. Bharatmata Chowk 94.3 84.3 92.7 80.3 85.3 75.5
Moshi
c. Pimpri Market 79.3 94.2 80.4 80.2 91.3 71.3
4 Industrial a. Bhosri, MIDC 91.7 91 90.8 82.5 81.2 77.3
Day – 75
Night - 70
It was observed that noise levels are higher than the prescribed limit in all the locations during
day and night.
2.7 Review of Past Reports

Various past studies have been reviewed for the purpose of understanding the past transport
scenario and proposals in the study area. The list of studies reviewed is presented in the Table
2-41.
Table 2-41: List of Past Reports
No. Study Year
1 City Development Plan - Pimpri Chinchwad 2006-12, CRISIL 2006

2 Comprehensive Mobility Plan for Pune City, Wilbur Smith Associates 2008
3 Revised BRT Pilot Project for Pune City (Katraj Swargate Hadapsar Route) 2008
4 Traffic Forecast for the Proposed Metro Rail Project in Pune Metropolitan Area, IIT 2008
Bombay
5 Operations Design and Project Management Services for Pune BRTS Project, 2010
UMTC
6 Evaluation of Development Plan towards Sustainability for Pune Metropolitan Area, 2011
IIT Bombay
7 Revising/ Updating the City Development Plan (CDP) OF Pune City -2041 under 2012
JNNURM, Voyants
8 Preparatory Survey on the Urban Railway Project in Pune City, JICA 2013
9 Final Detailed Project Report for Pune Metro Rail Project, DMRC 2015
10 Reimagining Pune: Mission Smart City- Detailed plan to transform Pune into a 2016
world-class Smart City
11 Walk Smart- Policy for Pedestrian Facilities and Safety in Pune City 2016
12 Comprehensive Bicycle Plan for Pune, iTrans 2017
Study Area Profile

Page 2-45
The major proposals recommended in past CMP studies for the study area and the status of
implementation of same is presented in Annexure 2-6.
2.8 Salient Features of Motor Vehicle Bill (Amendments) 2017

Concerning towards the safety of motor vehicle users and pedestrians, promote road safety and
reduce pollution, following provisions are been proposed to be amended as per the Motor
Vehicles (Amendment) Bill, 2017:
1. Activities of pedestrian and non-motorized road users to be regulated in public places with
creation of special zones like cycle tracks and footpaths
2. Helmets and safety belts or child restraint systems for children below the age of four on
two-wheelers and cars to be mandatory
3. Old/ harmful motor vehicles on roads that are not meeting the quality standards to be
banned by establishing new agencies
4. Road contractors, consultants or concessionaries to be held accountable and penalized
for faulty road design, construction and maintenance
5. Licensing system to be digitalized by linking it with UID; Aadhaar
6. Vehicle dealers will be able to register new vehicles but will face penalties, if found falter
in their duties
7. Automated fitness testing of transport vehicles to be made mandatory
8. Road safety and free flow of traffic to be prioritize while designating parking zones
9. Stringent punishment for violating driving laws like drunk driving, over speeding etc.,
through revision in fines
10. Use of electronic monitoring systems like speed cameras, speed guns etc., to ensure
enforcement of road safety
11. Guardians/ owners of the vehicle to be held accountable for offences committed by
juveniles
12. Broadened scope towards definition to dangerous driving – driving manner that is
considered dangerous to the public safety like jumping red light, violating signages, use of
communication devices while driving etc
13. Vehicle manufactures to be penalized towards defects in construction and maintenance in
the vehicles
14. Establishment of National Safety Board that will advise authorities towards road safety
and traffic management
15. Transport aggregators to be provided with statutory recognition
16. National Transportation Policy to be implemented
17. State Governments will have the authority in their jurisdictions increase fines up to 10
times. Also, the enforcing authorities will be penalized twice the amount corresponding to
an offence
Study Area Profile

Page 2-46
Chapter-3
Primary Data Collection
Chapter 3 - Primary Data Collection

The primary data collection exercise is clearly one of the major components of CMP study. An
overview of various primary surveys carried out is presented in the Figure 3-1.
PRIMARY SURVEYS
HOUSEHOLD SURVEY OTHER SURVEYS

TRAFFIC SURVEYS
House hold Interviews Pollution Survey
Screen Line Survey
Cordon Surveys Light meter Survey
Midblock Volume Counts

Junction Volume Counts
Speed and Delay Surveys
Parking Survey
Pedestrian Survey
Passenger Terminal Survey
IPT User and Operator Survey
Inventory Surveys
Figure 3-1: Overview of various Traffic surveys carried out for CMP
3.1 Traffic Surveys

The broad details of various surveys carried out for CMP is presented in Table 3-1.
Table 3-1: Details of the Primary Surveys carried out for Preparation of CMP
Duration of
No. Type of Survey Quantity/ Details
the Survey
1 Classified traffic volume counts at Cordon locations 18 24 hours
Classified traffic volume counts at Screen-lines and
2 59 16/24 hours
Mid-blocks
3 Classified traffic volume counts at Mid-blocks 15 16 Hours
Classified traffic volume counts at Other Cordon
4 8 24 hours
Locations
5 Origin and Destination survey at Cordon locations 18 24 hours
Origin and Destination survey at Other Cordon
6 8 24 hours
Locations
7 Turning volume counts at Intersections 51 16 hours
Vehicle occupancy surveys at Mid-block/Screen-
8 59 16 hours
lines/Cordons
Household Interview survey 18,824
9 ---
(1% of households in of study area) Samples
10 Passenger terminal surveys 26 24 hours
11 Pedestrian survey 41 16 hours

Page 3-1
Duration of
No. Type of Survey Quantity/ Details
the Survey
12 On-street parking survey 26 16 hours
13 Road network inventory 3000 km ---
14 Speed and Delay survey 500 km ---
15 Vehicle Operator Survey 440 Samples
16 Intermediate Public Transport User Opinion survey 1000 Samples ---
17 Pollution survey 6 24 hours
18 Light-meter Survey 500 km ---
3.2 Classified Volume Count at Cordon Locations

Survey Purpose
The purpose of survey is to capture number of people moving in / out of the study area on a
typical day by various modes.
Survey Locations
The details of the survey locations are presented in Table 3-2 and Figure 3-2. This survey is
carried out for 24 Hours at each location.
Table 3-2: List of Cordon Survey Locations
No Cordon Locations Date

1 Moshi Toll Plaza Nasik Road 12/03/18
2 Near Sambhaji Chowk Alandi Road 13/03/18
3 Nagar Road 11/05/18
4 Kawedipeth Toll Plaza Solapur Road 22/03/18
5 Saswad Road 04/02/18
6 Saswad - Bopdev Road 07/05/18
7 Sinhgad Road 15/03/18
8 NDA Academy Road 16/03/18
9 Near Bhugaon Mulshi Road 15/05/18
10 Shivaji Chowk- Hinjewadi 14/03/18
11 Dehu Road Toll Plaza Mumbai-Pune Highway 19/03/18
12 Talwade Dehu Alandi Road 02/03/18
13 Katraj - Satara Road 08/05/18
14 Sus road 21/03/18
15 Nande-Balewadi Road (Mahalunge) 22/03/18
16 Manjari Village, Manjari Road 19/03/18
17 Lohegaon- Nirgudi Road 04/05/18
18 Lohegaon- Wagholi Road 12/04/18

Page 3-2
Figure 3-2: Cordon Survey Locations

Survey Outcome
The various results that are obtained from Classified Volume Count survey data at cordon
locations are listed below:
 Peak hour traffic
 Traffic composition
 Mode-wise hourly variation of traffic
 Variation in flow, during peak and off peak
3.3 Classified Volume Count at Other Cordon Locations

Survey Purpose
The purpose of survey is to capture number of people moving into/ out of study area on a typical
day by various modes.
Survey Locations
The details of the survey locations are presented in Table 3-3 and Figure 3-3. This survey is
carried out for 24 Hours at each location.

Page 3-3
Table 3-3: List of Other Cordon Survey Locations
No Other Cordon Locations Date
1 Khed Shivpur Toll Plaza Satara Road 09/04/18

2 Velhe Bhudruk Village 18/05/18
3 KusgaonToll Plaza Mumbai - Pune Expressway 16/04/18
4 Talegaon Toll Plaza Pune-Mumbai Expressway- 21/05/18
5 Saswad - Supa Road 04/03/18
6 Saswad Jejuri Road and Indrapratha Road Junction 09/05/18
7 Velhe - Bhagud MIDC, Mulshi Road 09/05/18
8 Uruli kanchan Road 28/03/18
Figure 3-3: Other Cordon Survey Locations in Rest of PMR area
3.4 Classified Traffic Volume Count at Screen-line Locations

Survey Purpose
Screen-lines are natural/ man-made barriers such as river or canal or railway line etc., which
divides the study area into two or more parts, thus acting as limited and direct connectivity
between the areas. Two screen-lines are considered to capture the crossing of vehicles and
people from part of the study area to another part. Railway line and Mutha River together is
considered as North-South screen-lines and Mula and Mula Mutha Rivers as the East-West

Page 3-4
screen-line. The main purpose of the screen-line survey is to validate the base year transport
model.
Survey Locations
The details of the survey locations and survey schedule are presented in Table 3-4, Figure 3-4
and Figure 3-5. The survey is carried out for 16/24 Hours at respective location.
Table 3-4: List of Screen-line Survey Locations
No Screen-line Locations Type Date
North-South Scree-line
1 Talegaon Industrial Area ROB 02/04/18
2 Talegaon Chakan Road ROB 04/03/18
3 Bagdaewadi Level Crossing 03/04/18
4 Dehu ROB 04/03/18
5 Bhau Patil Road RUB 16/03/18
6 Yashwanthrao Chavan path Level Crossing 16/03/18
7 Dhanori Alandi Road RUB 15/03/18
8 KB Joshi Path RUB 15/03/18
9 HK Firoda Bridge ROB 16/03/18
10 Connaught Road ROB 08/03/18
11 Bund Garden Road ROB 08/03/18
12 Koregaon Park Road ROB 02/05/18
13 Ghorpadi Road Level Crossing 15/05/18
14 BT Kawade Road ROB 09/03/18
15 Solapur Road Kirloskar ROB 15/03/18
16 Hadapsar Road Level Crossing 09/03/18
17 Westernly Bypass (after Warje) River Bridge 15/03/18
18 Mhatre Bridge River Bridge 15/03/18
19 SM Joshi Bridge River Bridge 15/03/18
20 Shivaram Mhatare Road (Chavan Bridge) River Bridge 15/03/18
21 Kakasaheb Gadgil Bridge (Z Bridge) River Bridge 14/03/18
22 Baba Bhide Bridge River Bridge 14/03/18
23 Maha Rishi Shinde Bridge River Bridge 08/03/18
24 PMC Bhavan Bridge River Bridge 08/03/18
25 Shivaji Bridge-Nava Pool River Bridge 15/03/18
26 Dengale Bridge Road River Bridge 08/03/18
27 Ravet Nigdi Road RUB 28/03/18
28 Akurdi Chikhali Road ROB 28/03/18

Page 3-5
No Screen-line Locations Type Date
29 Chinchwad Akurdi Link Road ROB 28/03/18

30 Kaspate Wasti Road ROB 28/03/18
31 Karachi Chowk ROB 02/04/18
32 Jawaharlal Nehru Road RUB 02/04/18
33 Power House Road Level Crossing 16/03/18
34 Pimple Gurav Road RUB 16/03/18
35 Nashik Phata ROB 16/03/18
36 From Jai Maharashtra Chowk Level Crossing 16/03/18
37 Dapodi Bridge ROB 16/03/18
38 Sangam Cross Road Level Crossing 16/03/18
39 Khadki Police Chowki RUB 13/04/18
40 Juna Bazar RUB 07/03/18
41 Sambaji Bridge River Bridge 08/03/18
42 Sangam Bridge 1 River Bridge 07/03/18
East -West Screen-line
44 Manjari Village River Bridge 19/03/18
45 Theur Kesanand Road River Bridge 19/03/18
46 Ururli Ashtapur Road River Bridge 19/03/18
47 Yerwada Bridge 1 River Bridge 10/04/18
49 Alandi Road (Near Tata Communication) Mid-Block 28/03/18
50 Harris Bridge, Old Mumbai Highway River Bridge 28/03/18
51 Jai Ganesh Chowk River Bridge 04/04/18
52 Old Sangvi Nera Petrol Pump River Bridge 04/04/18
53 Mahadji Shinde Road (Aundh) River Bridge 05/04/18
54 Rajiv Gandhi Bridge (Aundh Ravet Road) River Bridge 05/04/18
55 Mundhwa Bridge River bridge 12/03/18
56 Mahatma Joytiba Phule Bridge River Bridge 06/04/18
57 Western Bypass Road River Bridge 13/04/18
58 Rajaram Bridge River Bridge 03/05/18
59 HH Aga Khan Bridge River Bridge 03/08/18

Page 3-6
Figure 3-4: Screen-line Survey Locations in Rest of PMR area
Figure 3-5: Screen-line Survey Locations in PMC and PCMC

Page 3-7
Survey Outcome
The collected data is analyzed to obtain the following details:
3.5 Classified Traffic Volume Count at Mid-Block Locations

Survey Purpose
The purpose of survey is to capture number of people moving into/ out of study area on a typical
day by various modes.
Survey Locations
Mid-Block Classified volume Counts are carried out at several locations and the details of the
survey locations and survey schedule are presented in Table 3-5 and Figure 3-6. This survey is
carried out for 16 Hours at respective location.
Table 3-5: List of Mid – Blocks Survey Locations
No Mid- Blocks Locations Date
1 Pashan Road 09/04/18

2 Jagannath Shankarseth Road 05/05/18
3 Spine Road 03/04/18
4 Lal Bahadur Shastri Road 22/03/18
5 Senapati Bapat Road 06/04/18
6 Balagangadhar Tilak Road 22/03/18
7 RB Kumthekar Road 22/03/18
8 Nashik Road 06/04/18
9 Dehu Alandi - Akrudi Chikhali Road 10/04/18
10 PCMC Link Road 03/04/18
11 Morawadi Road 10/04/18
12 Timber Market Road 05/04/18
13 Baner Road 06/04/18
14 Kondhwa Road 05/04/18
15 Aundh - Ravet Road 11/04/18

Page 3-8
Figure 3-6: Mid-Block Survey Locations in Study Area

Survey Outcome
The collected data is analyzed to obtain the following details:
3.6 Origin – Destination Survey at Cordon Locations

Survey Purpose
The purpose of survey is to record the origin and destination of trips made by various modes on
sample basis.
Survey Locations
The details of the survey locations are presented in Table 3-2, Table 3-3, Figure 3-2 and Figure
3-3. This survey is carried out for 24 Hours at each location.
Survey Outcome
The various results to be obtained from origin-destination survey data analysis are listed below:
 Internal to External (I-E), External to Internal (E-I) and External to External (E-E) trips
 Amount of by-passable traffic that enters the study area i.e., share of through traffic

Page 3-9
 Trip purpose and trip frequency
3.7 Vehicle Occupancy Survey

Survey Purpose
The occupancy surveys are carried out to convert vehicle trips into person trips which are one of
the useful inputs for travel demand modeling.
Survey Locations
Vehicle occupancy counts are carried out at different locations like screen-lines and cordon
locations. The details of the survey locations and survey schedule have been presented in Table
3-6. This survey is carried out for 16 Hours at each location.
Table 3-6: List of Vehicle Occupancy Survey Locations
No Location Type Date
1 Talegaon Industrial Area ROB 02/02/18
2 Talegaon Chakan Road ROB 02/02/18

3 Bagdaewadi Level Crossing 02/02/18
4 Dehu ROB 02/02/18
5 Manjari Village River Bridge 01/02/18
6 Theur Kesanand Road River Bridge 05/02/18
7 Uruli Ashtapur Road River Bridge 23/02/18
8 Bhau Patil Road RUB 25/01/18
9 Yashwantrao Chavan Path Level Crossing 24/01/18
10 Khadki Police Chowki RUB 24/01/18
11 Dhanori Alandi Road RUB 25/01/18

12 KB Joshi Path RUB 05/02/18
13 HK Firodia Bridge River Bridge 25/01/18
14 Juna Bazar RUB 25/01/18

15 Connaught Road ROB 31/01/18
16 Bund Garden Road ROB 31/01/18
17 Koregaon Park Road ROB 31/01/18
18 Ghorpadi Road Level Crossing 01/02/18
19 BT Kawade Road ROB 01/02/18
20 Solapur Road ROB 01/02/18

21 Hadapsar Road Level Crossing 01/02/18
22 Western Bypass ROB 02/02/18
23 Rajaram Bridge River Bridge 29/01/18

24 Mhatre Bridge River Bridge 30/01/18
25 SM Joshi Bridge River Bridge 30/01/18

Page 3-10
No Location Type Date
26 Shivaram Mhatre Road River Bridge 30/01/18

27 Sambaji Bridge River Bridge 30/01/18
28 Kakasaheb Gadgil Bridge River Bridge 30/01/18
29 Baba Bhide Bridge River Bridge 30/01/18

30 Maharishi Shinde Bridge River Bridge 31/01/18
31 PMC Bhavan Bridge River Bridge 31/01/18
32 Shivaji Bridge-Nava Pool River Bridge 30/01/18

33 Dengale Bridge Road River Bridge 31/01/18
35 Sangam Bridge 2 (ONE WAY) River Bridge 31/01/18

38 HH Aga Khan Bridge River Bridge 01/02/18

39 Mundhwa Bridge River Bridge 01/02/18
40 Ravet Nigdi Road RUB 22/01/18
41 Akurdi Chikhali Road ROB 22/01/18

42 Chinchwad Akurdi Link Road ROB 22/01/18
43 Kaspate Vasti Road ROB 22/01/18
44 Karachi Chowk ROB 23/01/18

45 Jawaharlal Nehru Road RUB 23/01/18
46 Power House Road Level Crossing 23/01/18
47 Pimple Gurav RUB 24/01/18

48 Nashik Phata ROB 23/01/18
49 Jai Maharashtra Chowk Level Crossing 23/01/18
50 Dapodi Bridge ROB 24/01/18

51 Sangam Cross Road Level Crossing 24/01/18
52 Alandi Road - Near Tata Communications Mid-block 25/04/18
53 Harris Bridge River Bridge 23/04/18

54 Spicer College Road River Bridge 24/04/18
55 Old Sangvi Road River Bridge 23/04/18
56 Mahadji Shinde Bridge River Bridge 24/04/18

57 Rajiv Gandhi Bridge River Bridge 24/04/18
58 Mahatma Jyotiba Phule Bridge River Bridge 02/05/18
59 Western Bypass River Bridge 20/04/18

Page 3-11
Survey Outcome
The data obtained from occupancy surveys are used to arrive at the mode-wise average
occupancy for various passenger vehicles. The average mode-wise occupancy details have been
analyzed separately for cordon, screen-line and mid-block locations.
3.8 Turning Movement Counts

Survey Purpose
The objective of conducting turning movement counts in conjunction with pedestrian counts is to
understand traffic dispersal and use the data to suggest junction improvement plans and also to
validate the travel demand model.
Survey Locations
The detail of the survey locations and survey schedule is presented in Table 3-7, Figure 3-7 and
Figure 3-8. This survey is carried out for 16 Hours at each location.
Table 3-7: List of Turning Movement Count Survey Locations
No Junction Road Date

1 Station Chowk Urse Talegaon Road 03/04/18
2 Saswad Police Chowk Saswad Pandharpur Road (Saswad) 01/03/18
3 Ururli Kanchan Solapur Road 01/03/18
4 Chakan Chowk Alandi Road (Alandi) 26/03/18
5 Hinjewadi-Pirangut Road Hinjewadi Road 09/04/18
6 Kharadi Bypass Jun Samrat Ashok Road 12/03/18
7 Viman Nagar Corner Junction Samrat Ashok Road 09/03/18
8 Netaji Chowk Junction Airport Road 08/03/18
9 Vishrantwadi Alandi Road 09/03/18
10 Pune University Aundh Road 13/03/18
11 Karve Chowk Maharishi Karve Road 12/03/18
12 Nalstop Chowk Maharishi Karve Road 12/03/18
13 Collectorate Junction Molidena Road 07/03/18
14 Dr. Kapote Chowk Satara Road 05/03/18
15 Market Yard Chowk Jawaharlala Nehru Road 07/03/18
16 Sant Kabir Chowk Jawaharlal Nehur Road 07/03/18
17 Khadi Machine Chowk Parvati Road 07/03/18
18 Mundwa Chowk Maragapetta Road 12/03/18
19 Koregaon Park East Avenu Junction N Main Road 08/03/18
20 Nagarkar Talim Chowk Bajirao Road 07/03/18
21 Belbaug Chowk Shivaji Road 14/03/18
22 Saras Bagh Junciton Vanari Road 04/03/18
23 Bopodi Junction Old Mumbai Highway 13/03/18
24 Khadki Police Chowk Old Mumbai Highway 13/03/18

Page 3-12
No Junction Road Date

25 RTO Junction Old Mumbai Road 07/03/18
26 Juna Bazzar Chowk Old Mumbai Highway 07/03/18
27 Shahbhag Baba Dhargah Chowk Deccan College Road 08/03/18
28 Dhole Patil Chowk Bund Garden Road 09/03/18
29 Jhansi Lakshmibhai Chowk JM Road 05/03/18
30 Khanduji Baba Chowk JM Road 05/03/18
31 Alka Chowk JM Road 05/03/18
32 Dhandekar Chowk Sinhgad Road 05/03/18
33 Rajaram Chwok Sinhgad Road 05/03/18
34 Shivaji Chowk Dange Chowk Road 14/03/18
35 Bhumkar Chowk Bhumkar Das Road 19/03/18
36 Waked Chowk Wakad Bhosari BRTS Road 19/03/18
37 Kaspate Chowk Wakad Bhosari BRTS Road 2/03/18
38 Nashik Road Spine Road junction Nashik Road 28/03/18
39 Nashik Road Dehu Alandi Road Junction Nashik Road 23/03/18
40 Chikhali Dehu Alandi Road 23/03/18
41 Talewadi Chowk Dehu Alandi road 26/03/18
42 Chinchwad Station Chowk Old Mumbai Road 20/03/18
43 Nigdi Flyover Old Mumbai Road 21/03/18
44 Thermax Chowk Nigdi Bhosari Road 21/03/18
45 Mahatma Jyotiba Phule Chowk Nigdi Bhosari Road 27/03/18
46 Philips Road Nigdi Bhosari Road Junction Nigdi Bhosari Road 26/03/18
Spine Road Akurdi Chikhali Road
47 Junction Akurdi Chikhali rod 23/03/18
48 Aditya Birla Hospital Marg Birla Hospital Marg 20/03/18
49 Sant Tukaram Bridge Aundh Ravet BRTS Road 22/03/18
50 SKP Chowk Balewadi Road 14/05/18
51 Saikar Chowk Baner Road 10/05/18
Survey Outcome
The data collected is analyzed and following details are obtained:
 Total junction traffic and PCUs
 Arm-wise turning volumes
 Direction-wise turning volumes
 Morning and evening peak hour traffic

Page 3-13
Figure 3-7: Turning Movement Count Locations in PMC and PCMC
Figure 3-8: Turning Movement Count Locations in Rest of PMR area

Page 3-14
3.9 Terminal Surveys (Passenger Counts & Origin-Destination Surveys)

Survey Purpose
Cordon surveys generally capture the external trip characteristics made by private modes of
vehicles but not trips made by public transport modes i.e., bus and rail. Therefore, in order to
assess the number of bus and rail passenger trips passing through external cordons and to study
their travel characteristics, terminal surveys are carried out. The following two types of surveys
are carried out as part of terminal surveys:
 Passenger entry-exit count - To assess the magnitude of the movement of passengers in/
out of the terminal
 Passenger origin-destination survey - To assess the travel characteristics (origin,
destination, purpose, frequency, whether the person is resident of study area etc.)
Survey Locations
Terminal survey comprises of entry/exit counts and interview survey of passengers on sample
basis. The questions that are part of interview are Origin, Destination, Purpose and Frequency of
Trip and Access mode choice. The survey locations and survey schedule is presented in the
Table 3-8 and Figure 3-9. This survey is carried out for 24 Hours at each location.
Table 3-8: List of Terminal Survey Locations
No Terminal Type Date

1 Talegaon MSRTC Bus Terminal 09/02/18
2 Talegaon Railway Station 27/02/18
3 Shivaji Nagar Bus Stand MSRTC Bus Terminal 16/02/18
4 Pune Railway Station MSRTC Bus Terminal 08/02/18
5 Swargate Bus Stand MSRTC Bus Terminal 08/02/18
6 Shivaji Nagar Railway Station Railway Station 26/02/18
7 Pune Railway Station Railway Station 24/05/18
8 Khadki Railway Station Railway Station 20/02/18
9 Sangamwadi Private Bus Terminal Private Bus Terminal 06/04/18
10 Pimpri Station Railway Station 23/02/18
11 Chinchwad Station Railway Station 22/02/18
12 Vallabh Nagar MSRTC Bus Terminal 05/02/18
13 Alandi PMPML Bus Stand 02/04/18
14 Mahathma Gandhi City Bus Stand PMPML Bus Stand 03/05/18
15 Shivaji Nagar City Bus Stand PMPML Bus Stand 24/03/18
16 Hadapsar City Bus Stand PMPML Bus Stand 03/04/18
17 Swargate City Bus Stand PMPML Bus Stand 28/03/18
18 Kothrud City Bus Stand PMPML Bus Stand 08/03/18
19 Market Yard Last Bus Stand PMPML Bus Stand 26/03/18

Page 3-15
No Terminal Type Date
20 Ma Na Pa City Bus Stand PMPML Bus Stand 08/03/18
21 Katraj Bus Stand PMPML Bus Stand 27/03/18
22 Deccan city Bus Stand PMPML Bus Stand 07/02/18
23 Railway Station City Bus Stand PMPML Bus Stand 09/03/18

24 Bhakti Shakti PMPML Bus Terminal 01/03/18
25 Nigdi PMPML Bus Terminal 05/03/18
26 Bhosari PMPML Bus Terminal 06/03/18
Figure 3-9: Terminal Survey Locations in Study Area
3.10 Pedestrian Counts

Survey Purpose
The objective of the survey is to assess the intensity of pedestrian movement i.e., across the
road, along the road at high pedestrian locations for suggesting improvement proposals such as
pedestrian crossings, footpaths, grade separated walkways etc.

Page 3-16
Survey Locations
The details of the survey locations and survey schedule are presented in Table 3-9, Figure 3-10,
Figure 3-11 and Figure 3-12.
Table 3-9: List of Pedestrian Survey Locations
No Road Location Date

1 Talegaon Station Chowk Talegaon 04/03/18
2 Alandi Road Chakan Chowk Alandi 26/03/18
3 Dange Chowk Road Shivaji Chowk 14/03/18
4 Lal Bahadur Sastri Road Near Rambaug Colony Road 22/03/18
5 Balgangadar Tilak Road Near Sp College 22/03/18
6 Rb Kumthekar Chowk Phadtare Chowk 22/03/18
7 Station Road Near Zilla Parishad 26/04/18
8 Timber Market Road Shree Parshwanath Jain Mandir 04/05/18
9 Samrat Ashok Road Kharadi Bypass Junction 12/03/18
10 Samrat Ashok Road Viman Corner Junction 09/03/18
11 Airport Road Netaji Chowk Junction 08/03/18
12 Alandi Road Vishrant Wadi 09/03/18
13 Maharishi Karve Road Karve Chowk 12/03/18
14 Maharishi Karve Road Nalstop Chowk 12/03/18
15 Satara Road Dr. Kapote Chowk 03/05/18
16 Jawaharlal Nehru Road Market Yard Chowk 07/03/18
17 Jawaharlal Nehru Road Sant Kabir Chowk 07/03/18
18 Magarpetta Road Mundawa Chowk 12/03/18
19 Bajirao Road Nagarkar Talim Chowk 07/03/18
20 Shivaji Road Belbaug Chowk 14/03/18
21 Old Mumbai Highway Bopodi Junction 13/03/18
22 Old Mumbai Highway Juna Bazzar Chowk 07/03/18
23 Deccan College Road Shahabagh Baba Dargha Chowk 08/03/18
24 Bund Garden Road Dole Patil Chowk 09/03/18
25 JM Road Khanduji Baba Chowk 05/03/18
26 JM Road Alka Talkies Chowk 05/03/18
27 Sinhgad Road Dhandekar Chowk 05/03/18
28 Sinhgad Road Rajaram Chowk 05/03/18
29 Senapati Bapat Road Near Jw Marriot 06/04/18
30 Baner Road Dhanwantari Hospital 06/04/18
31 Kondhwa Road Near Kondhwa Chowk 04/05/18

Page 3-17
No Road Location Date

32 Opposite To Pimpri Railway Station Shagun Chowk 03/04/18
33 Nigdi Bhosari Road Philips Road Nigdi Bhosari Road Junction 26/03/18
34 Nashik Road Nashik Road Dehu Alandi Road Junction 23/03/18
35 Waked Bhosari Road Waked Chowk 19/03/18
36 Old Mumbai Road Chinchwad Station Chowk 20/03/18
37 Old Mumbai Road Nigdi Flyover 21/03/18
Spine Road Akurdi Chikhali Road
38 Akurdi Chikhali Road
Junction 23/03/18
39 Nashik Road Near Alandi Chowk- Below Flyover 23/03/18
40 Dehu Alandi - Akrudi Chikhali Road Opp Chikhali Bus Stand 10/04/18
41 Morawadi Road Between Pimpri Court and KSB Chowk 10/04/18

Page 3-18
Figure 3-10: Pedestrian Survey Locations in PMC
Figure 3-11: Pedestrian Survey Locations in PCMC

Page 3-19
Figure 3-12: Pedestrian Count Locations in Rest of PMR area
Survey Outcome
The outputs from the analysis of the pedestrian survey are listed below:
 Pedestrian movement demand across the road, along the road
 Pedestrian - vehicular conflict zones
3.11 On Street Parking Survey

Survey Purpose
Parking is one of the major problems in Indian cities, given the steep rise in growth of private
vehicles. Before any measures for the betterment of the conditions the basic data pertaining to
the existing parking scenario i.e. parking demand, availability of space and extent of its usage is
required. On-street parking surveys are intended to supply all such kind of information.
The main objective of on-street parking survey is to assess the parking demand and to provide
adequate on-road and off-road parking facilities; first to mitigate the problems of today and then to
provide required facilities for tomorrow (if found necessary, using the principle of “use & pay” for
the facilities). It will also help in identifying the roads where on street parking is to be regulated or
banned.
Survey Locations
The details of the survey locations and schedule are presented in the Table 3-10, Figure 3-13,

Page 3-20
Table 3-10: List of On-Street Parking Survey Locations
No Locations Date
1 Awhalwadi Junction - Wagholi 12/03/18
2 Koregoan Bhima 20/03/18
3 Station Road- Talegoan 16/03/18
4 Talegoan Yashwanth Nagar Road 20/03/18
5 Bazar Peth Road- Talegoan 19/03/18
6 Parandwadi Road - Somantane 21/03/18
7 Main Road (Opp Bus Terminal) - Saswad 15/03/18
Solapur Highway - Loni Kalbor
8 (A) Main Road 16/03/18
(B) Service Road
Solapur Highway- Urali Kanchan
9 (A) Main Road 15/03/18
(B) Service Road
10 Alandi Road ( Dehu Phata To Sambhaji Chowk) - Alandi 23/03/18
Ghanta Mandir Road (Dehu Alandi Road Junction To
11 22/03/18
Tukaram Mandir)- Dehu
Along Dange Chowk Road From Shivaji Chowk -
12 12/02/18
Hinjewadi
13 Satara Road From Katraj Chowk To Hotel Kinara 06/03/18
Westerly Bypass From Katraj Chowk To Wonder City
14 10/03/18
Bus Stop
15 Kondhwa 05/03/18
16 MG Road 26/02/18
17 Bajirao Road 14/02/18
18 Shivaji Road 28/02/18
19 Laxmi Road 15/02/18
20 Station Road 23/02/18
21 NC Kelkar Road 09/02/18
22 Near Shagun Chowk 07/02/18
Pimpri Chinchwad Link Road, Near Chinchwad Bus
23 08/02/18
Stand
24 Near PCMC Office 07/02/18

Page 3-21
Figure 3-13: On-Street Parking Locations in PMC
Figure 3-14: On Street Parking Locations in PCMC

Page 3-22
Figure 3-15: Parking Survey Locations in Rest of PMR area

Survey Outcome
The outputs from the analysis of the parking demand survey are listed below:
 Section-wise parking demand
 Hourly variation of parking demand
 Peak turnover rates
 Demand supply gap
3.12 Household Interview Surveys

HIS is a standard method for collection of intra-city travel characteristics and socio-economic of
residents. It provides essential information required in understanding the present behavior and
future needs of the residents as regards to their travel pattern in terms of trip purpose, frequency,
modal choice, etc.
Sample Size Determination

Around 1% of the households are interviewed to capture the travel characteristic of residents. The
number of samples for HIS survey is calculated based on the estimated current population for the
study area.
The estimated current population of the study area is approximately 74 lakhs and
correspondingly, 18,824 household samples are collected. This sample is further divided between
different traffic zones, sub-regions and urban centers, depending upon the population sizes,
socio-economic characteristics etc.

Page 3-23
A “stratified random sampling” technique is adopted for selection of households for HIS
surveys.
This sample method comprises the following steps:
 The entire study area is stratified into a set of spatial geographical units. For example PMR
is divided into Pune Municipal Corporation (PMC) and Pimpri-Chinchwad Municipal
Corporation (PCMC) and rest of areas. Further PMC is divided into wards. Number of
households residing in each ward, as per the latest census is available which will form the
basis of sample allocation
 Depending on the population size and the level of homogeneity of the population within the
traffic zone, 1% of the households in each zone are selected as sample households.
Overall the sampling fraction is kept at 1% as per the requirements of the study
Household Survey Form Design

HIS questionnaire includes information on the household, personal and travel characteristics of
each household member. Travel data is obtained for each household member (excluding infants),
on the basis of their actual travel on the day prior to the survey.
Conducting the Household Survey

The Approach & Methodology adopted for conducting the household survey is presented in the
Figure 3-16.
Adequate care has been taken to ensure that the form will be in conformity with strategic
objective of the study and detailed information in each form to suit the end product requirement of
study. To minimize any unexpected resistance on the part of interviewee, the questions are
carefully worded and placed in suitable sequence. Other considerations include:
 Questionnaire is bilingual- both Marathi and English. The form in local language serves
both, easy understanding and transparency
 The questions are be simple, direct and easy to comprehend
 The numbers of open questions are be restricted to the minimum
 The information about travel behaviour and characteristics are be elicited for every
member of the household
 The questionnaire are be piloted before finalisation
Socio-economic characteristics of the respondents such as address, household size, sex, age,
family income, vehicle ownership, income spent on transport etc., are be obtained.
Output from Household Surveys

Household survey provides wealth of information on socio-economic and travel characteristics of
residents of PMR such as
 Household characteristics (HH size, House and Vehicle Ownership)
 Person characteristics (Age distribution, Educational qualification, Employment, Income
etc)
 Trip Characteristics (Trip size, Trip rate, Trip pattern, Trip purpose, Trips by mode etc)
 Level of service characteristics (Average Journey speed)

Page 3-24
Figure 3-16: Approach and Methodology adopted for Conducting Household Survey

Page 3-25
Chapter-4
Traffic and Transportation Characteristics
Chapter 4 - Traffic and Transportation Characteristics

4.1 Introduction
Traffic and transportation characteristics help in appreciating the spatial and temporal
characteristics of travel within the study area, transport network capacity, utilization and
prevailing level of service. To understand the traffic and transportation characteristics in the study
area wide range of traffic surveys are carried out.
This chapter presents the existing traffic and travel characteristics of the study area based on
comprehensive primary surveys.
4.2 Analysis of Volume Counts at Cordon Locations

4.2.1 Traffic Intensity
Classified traffic volume counts are conducted at 18 cordon locations. Based on the survey
results, it is observed that about 10.6 lakh vehicles enter and leave the study area every day.
The daily traffic at the cordon locations is presented in the Table 4-1.
Table 4-1: Daily Traffic at Cordon Locations
Total Share
No. Road/ Location ID
Vehicles PCUs %
1 Moshi Toll Plaza, Nasik Road (L1) 85,455 88,270 8.1%
2 Near Sambhaji Chowk, Alandi Road, Alandi (L2) 63,846 58,152 6.0%
3 Nagar Road (L3) 1,38,570 1,33,484 13.1%
4 Kawadipeth Toll Plaza, Solapur Road (L4) 75,077 79,623 7.1%
5 Saswad Road (L5) 38,514 39,926 3.6%
6 Saswad-Bopdev Road (L6) 38,981 36,008 3.7%
7 Sinhgad Road (L7) 68,432 63,629 6.5%
8 NDA Academy Road (L8) 84,107 72,307 8.0%
9 Near Bhugaon, Mulshi Road (L9) 47,080 42,854 4.5%
10 Shivaji Chowk, Hinjewadi (L10) 1,15,248 1,04,056 10.9%
11 Dehu Road Toll Plaza, Mumbai- Pune Highway (L11) 61,535 65,080 5.8%
12 Talwade, Dehu Alandi Road (L12) 92,980 92,133 8.8%
13 Katraj - Satara Road (L13) 51,933 50,864 4.9%
14 Sus Road (L14) 33,449 30,563 3.2%
15 Nande-Balewadi Road (Mahalunge) (L15) 19,425 16,789 1.8%
16 Manjari Village, Manjari Road (L16) 21,115 19,814 2.0%
17 Lohegaon-Nirgudi Road (L17) 1,751 1,668 0.2%
18 Lohegaon-Wagholi Road (L18) 18,217 17,420 1.7%

Total 10,55,715 10,12,640 100%

Page 4-1
 Among all cordon locations, highest traffic volume of about 1,38,000 vehicles are
observed on Nagar Road followed by Shivaji Chowk, Hinjewadi with a traffic volume of
1,15,248 vehicles
 The least traffic is observed on Lohegaon-Nirgudi Road as it is not connecting to any
major settlements and carries only local traffic
The location-wise overall traffic percentage on outer cordon locations are presented in the
Figure 4-1.
Figure 4-1: Location-wise intensity (PCU) and share on Cordon Locations
4.2.2 Traffic Volume

Around 10.60 lakh PCUs in both directions have been observed at Cordon Locations. Mode-wise
vehicles observed at Cordon locations are presented in Table 4-2.
Table 4-2: Mode-wise Traffic Volume at Cordon Locations
Private Modes Total

Goods
ID Auto Bus Cycle Others*
Two Car/ Vehicles
Vehicles PCUs
Wheeler Jeep
L1 42,488 23,022 3,270 2743 13,810 93 29 85,455 88,270
L2 44,008 11,343 1,567 1171 5,365 309 83 63,846 58,152
L3 71,416 45,155 5,733 5357 10,484 356 69 1,38,570 1,33,484
L4 38,662 17,867 3,339 1951 12,851 270 137 75,077 79,623
L5 20,550 8,796 1,047 939 7,007 120 55 38,514 39,926
L6 25,865 7,302 2,291 387 2,836 227 73 38,981 36,008

Page 4-2
Private Modes Total

Goods
Two Car/ Vehicles
Vehicles PCUs
Wheeler Jeep
L7 41,843 16,836 5,274 779 3,615 66 19 68,432 63,629
L8 63,462 11,737 4,182 1542 2,904 274 6 84,107 72,307
L9 29,339 12,711 1,193 505 3,277 8 47 47,080 42,854
L10 63,045 42,755 4,598 4850 3,376 237 43 1,18,904 1,09,443
L11 29,495 19,274 1,131 1775 9,781 27 52 61,535 65,080
L12 51,111 24,821 1,823 2653 12,279 252 41 92,980 92,133
L13 30,343 11,051 2,879 2272 5,211 131 46 51,933 50,864
L14 20,036 10,396 508 695 1,758 36 20 33,449 30,563
L15 14,453 2,525 637 234 1,068 501 7 19,425 16,789
L16 14,586 2,826 384 285 2,742 222 70 21,115 19,814
L17 1,297 131 12 0 215 95 1 1,751 1,668
L18 10,362 5,258 462 251 1,836 29 19 18,217 17,420
Total 6,12,361 2,73,806 40,330 28,389 1,00,415 3,253 817 10,59,371 10,18,024
* Others - Tractor, Cycle Rickshaw
 On Nasik Road, Solapur Road and Talwade Road, Goods vehicles are observed to be
high as compared to other locations
 Lohegaon-Nirgudi road is the only location where bus volume is zero, since Lohegaon-
Nirgudi road mostly provides connectivity for local traffic
4.2.3 Traffic Composition

Traffic composition considerably varies with roads depending on their location and connectivity.
Goods traffic share is observed high on national highways whereas passenger traffic share is
high on other urban roads. The road-wise traffic composition at cordon locations is presented in
the Table 4-3. Average traffic composition on cordon locations is also presented in the Figure 4-
2.
Table 4-3: Composition of Traffic at Cordon Locations
Private Modes
Goods Other
No Road/Location IPT Bus Cycle
Two Vehicle Modes
Car
Wheeler
Moshi Toll Plaza,
1 49.7% 26.9% 3.8% 3.2% 16.2% 0.1% 0.0%
Nasik Road
Near Sambhaji
2 68.9% 17.8% 2.5% 1.8% 8.4% 0.5% 0.1%
Chowk, Alandi
3 Nagar Road 51.5% 32.6% 4.1% 3.9% 7.6% 0.3% 0.0%
Kawadipeth Toll
4 Plaza, Solapur 51.5% 23.8% 4.4% 2.6% 17.1% 0.4% 0.2%
Road
5 Saswad Road 53.4% 22.8% 2.7% 2.4% 18.2% 0.3% 0.1%
Saswad-Bopdev
6 66.4% 18.7% 5.9% 1.0% 7.3% 0.6% 0.2%
Road

Page 4-3
Private Modes
Goods Other
No Road/Location IPT Bus Cycle
Two Vehicle Modes
Car
Wheeler
7 Sinhgad Road 61.1% 24.6% 7.7% 1.1% 5.3% 0.1% 0.0%
NDA Academy
8 75.5% 14.0% 5.0% 1.8% 3.5% 0.3% 0.0%
Road
Near Bhugaon,
9 62.3% 27.0% 2.5% 1.1% 7.0% 0.0% 0.1%
Mulshi Road,
Shivaji Chowk,
10 53.0% 36.0% 3.9% 4.1% 2.8% 0.2% 0.0%
Hinjewadi
Dehu Road Toll
11 Plaza, Mumbai 47.9% 31.3% 1.8% 2.9% 15.9% 0.0% 0.1%
Highway
Talwade, Dehu
12 55.0% 26.7% 2.0% 2.9% 13.2% 0.3% 0.0%
Alandi Road
Katraj - Satara
13 58.4% 21.3% 5.5% 4.4% 10.0% 0.3% 0.1%
Road
14 Sus Road 59.9% 31.1% 1.5% 2.1% 5.3% 0.1% 0.1%
Nande-Balewadi
15 74.4% 13.0% 3.3% 1.2% 5.5% 2.6% 0.0%
Road (Mahalunge)
Manjari Village,
16 69.1% 13.4% 1.8% 1.3% 13.0% 1.1% 0.3%
Manjari Road
Lohegaon-Nirgudi
17 74.1% 7.5% 0.7% 0.0% 12.3% 5.4% 0.1%
Road
Lohegaon-Wagholi
18 56.9% 28.9% 2.5% 1.4% 10.1% 0.2% 0.1%
Road
Average Share (%) 60.5% 23.2% 3.4% 2.2% 9.9% 0.7% 0.1%
 Two-wheeler share is significantly high on all roads as these locations are on the
periphery of the urban area which basically carry more of local trips and this is observed
on Lohegaon- Nirgudi Road, Nande-Balewadi Road, Alandi Road, NDA Academy Road
and Manjari Road.
 Goods vehicle share is considerably high on Saswad Road, Solapur Road, Nasik Road
and Mumbai Highway Road compared to other roads
Figure 4-2: Average Traffic Composition at Cordon Locations

Page 4-4
4.2.4 Temporal Variation of Traffic

Temporal variation of traffic implies hourly variation of traffic over entire survey period. This
variation is important for transport system planning. Table 4-4 presents peak hour traffic and its
share in the daily traffic at cordon locations. Percentage of traffic during peak hour ranges
between 6.6% and 9.5% with an average of 7.0%.
Table 4-4: Peak Hour Traffic at Cordon Locations
Peak Peak
No Road/Location Peak Hour Hour Hour
PCUs Share
1 Moshi Toll Plaza, Nasik Road 08:30-09:30 6,496 7.4%
2 Near Sambhaji Chowk, Alandi 09:30-10:30 4,063 7.0%
3 Nagar Road 08.45-09.45 9,350 8.4%
4 Kawadipeth Toll Plaza, Solapur Road 08:30-09:30 4,887 6.1%
5 Saswad Road 18:00-19:00 2,962 7.4%
6 Saswad-Bopdev Road 09:00-10:00 2,699 7.5%
7 Sinhgad Road 09:00-10:00 6,048 9.5%
8 NDA Accdemy Road 07:00-08:00 5,266 7.3%
9 Near Bhugaon, Mulshi Road 09:30-10:30 3,193 7.5%
10 Shivaji Chowk, Hinjewadi 09.30-10.30 8,343 9.0%
11 Dehu Road Toll Plaza, Mumbai Highway 17:30-18:30 4,325 6.6%
12 Talwade, Dehu Alandi Road 08:30-09:30 6,938 7.5%
13 Katraj - Satara Road 18:15-19:15 3,461 6.8%
14 Sus Road 09:00-10:00 2,795 9.1%
15 Nande-Balewadi Road (Mahalunge) 11:30-12:30 1,399 8.3%
16 Manjari Village, Manjari Road 09.15-10.15 1,705 8.6%
17 Lohegaon-Nirgudi Road 11:15-12:15 135 8.1%
18 Lohegaon-Wagholi Road 09:00-10:00 1,561 9.0%
Average hourly variation of traffic on major cordon locations is presented in Figure 4-3.
Figure 4-3: Hourly Variation of Traffic at major Cordon Locations

Page 4-5
4.3 Analysis of Volume Counts at Other Cordon Locations

Classified traffic volume counts are conducted at 11 other cordon locations. The daily traffic at
these locations is presented in the Table 4-5.
Table 4-5: Daily Traffic at Other Cordon Locations
Total Share
No Road/ Location ID
Vehicles PCUs %
1 Khed Shivapur Toll Plaza, Satara Road (L1) 56,750 65,298 36%
2 Velhe - Bhudruk Village (L2) 2,145 1,969 1%
3 Kusgaon Toll Plaza, Mumbai-Pune Expressway (L3) 9,531 26,062 6%
4 Talegaon Toll Plaza, Pune-Mumbai Expressway (L4) 46,211 61,172 30%
5 Saswad Supa Road (L5) 6,516 5,801 4%
6 Saswad - Jejuri Road and Indrapratha Road Junction (L6) 25,119 25,643 16%
7 Velhe Bhagud MIDC, Mulshi Road (L7) 3,167 3,549 2%
8 Uruli Kanchan Road (L8) 6,330 6,282 4%
Total 1,55,769 1,95,776 100%
The location-wise overall traffic percentage on other cordon locations is presented in the Figure
4-4.
Figure 4-4: Location-wise intensity (PCU) and share on other Cordon Locations

Page 4-6
 Amongst other cordon locations, highest traffic volume of 56,750 vehicles (65,298 PCUs)
is observed on Khed Shivapur Toll Plaza on Satara Road (L1) which is about 36% of total
vehicles observed at all cordon locations
 Higher traffic volume is observed in terms of PCUs on Satara Road (L1) and Mumbai
Expressway (L3 & L4) as truck movement is high on these roads compared to other roads

Around 1.95 lakh PCUs have been observed at other cordon Locations. Satara Road is having
highest number of vehicles followed by Mumbai Pune Expressway at Talegoan Toll Plaza. Mode-
wise vehicles observed at other RSI locations are presented in Table 4-6.
 On Khed Shivapur Toll Plaza (L1) and Pune-Mumbai Experssway (L4), Goods vehicles
are observed to be high as compared to other locations
 Traffic volume on Velhe Bhudruk village Road (L2), Velhe Bhagud MIDC (Mulshi Road)
(L7) and Nirvi- Nhavare Road is observed to be low
 Number of vehicles at Kusgaon Toll Plaza (L3) is less as compared to Talegoan Toll Plaza
(L4) as Kusgaon Toll Plaza (L3) is an entry/exit toll plaza for Lonavala town
Table 4-6: Mode-wise Traffic Volume at Cordon Locations
Private Modes Total Total

Goods
Two Car/ Vehicles
Vehicles PCUs
Wheeler Jeep
L1 19,100 22,692 845 3194 10,854 46 19 56,750 65,298
L2 1,292 624 56 18 140 4 11 2,145 1,969
L3 15 1,714 1 787 7,014 0 0 9,531 26,062
L4 77 34,350 4 2705 9,066 5 4 46,211 61,172
L5 5,036 837 57 47 434 50 55 6,516 5,801
L6 12,951 7,607 268 690 3,482 57 64 25,119 25,643
L7 866 1,695 5 69 518 7 7 3,167 3,549
L8 4,099 1,095 30 33 1,009 29 35 6,330 6,282
Total 43,436 70,614 1,266 7,543 32,517 198 195 1,55,769 1,95,776

Composition of traffic considerably varied among the roads depending on the locations. Goods
traffic share is observed to be more on national highways whereas passenger traffic share is
predominant on other roads. The road-wise traffic composition at cordon locations is presented in
Table 4-7. Average traffic composition on outer cordon locations is presented in the Figure 4-5.
Table 4-7: Composition of Traffic at Other Cordon Locations
Private Modes
Goods Other
No Road/Location Two IPT Bus Cycle
Car Vehicles Modes
Wheeler
Khed Shivapur Toll
1 33.7% 40.0% 1.5% 5.6% 19.1% 0.1% 0.0%
Plaza, Satara Road
Velhe - Bhudruk
2 60.2% 29.1% 2.6% 0.8% 6.5% 0.2% 0.5%
Village
Page 4-7
Private Modes
Goods Other
No Road/Location Two IPT Bus Cycle
Car Vehicles Modes
Wheeler
Kusgaon Toll Plaza,
3 Mumbai-Pune 0.2% 18.0% 0.0% 8.3% 73.6% 0.0% 0.0%
Expressway
Talegaon Toll Plaza,
4 Pune-Mumbai 0.2% 74.3% 0.0% 5.9% 19.6% 0.0% 0.0%
Expressway
5 Saswad Supa Road 77.3% 12.8% 0.9% 0.7% 6.7% 0.8% 0.8%
Saswad - Jejuri Road
6 and Indrapratha Road 51.6% 30.3% 1.1% 2.7% 13.9% 0.2% 0.3%
Junction
Velhe Bhagud MIDC,
7 27.3% 53.5% 0.2% 2.2% 16.4% 0.2% 0.2%
Mulshi Road
8 Uruli Kanchan Road 64.8% 17.3% 0.5% 0.5% 15.9% 0.5% 0.6%
Avergae Share (%) 39.4% 34.4% 0.8% 3.3% 21.5% 0.2% 0.3%
Figure 4-5: Average Traffic Composition at Other Cordon Locations
 The share of two wheelers is more on village roads as they constitute to local trips
 The share of goods vehicles is considerably high on National Highways like Nasik Road,
Solapur Road, Mumbai Highway and Satara Road as compared to other roads
 The share of two wheelers is almost zero on Mumbai Pune Expressway as the movement
of two wheelers is restricted on the expressway
 Share of buses is also minimal on roads like Velhe Budruk Road, Nirvi- Nhavare Road,
Saswad Supa Road and Uruli Kanchan road as these roads are not connecting any major
settlements
4.3.4 Temporal Variation of Traffic

Temporal variation of traffic implies hourly variation of traffic over entire survey period. This
variation is important for transport system planning. Table 4-8 presents peak hour traffic and its

Page 4-8
share in the daily traffic at cordon locations. Percentage of traffic in peak hour ranges between
6.5% and 9.9% with an average of 7.65%.
Table 4-8: Peak Hour Traffic at Other Cordon Locations
Peak Peak
No Road/Location Name Peak Hour Hour Hour
PCUs Share
1 Khed Shivapur Toll Plaza, Satara Road 08:45-09:45 4,275 6.5%
2 Velhe - Bhudruk Village 11:00-12:00 195 9.9%
3 Kusgaon Toll Plaza, Mumbai-Pune Expressway 03:45-04:45 1,956 7.5%
4 Talegaon Toll Plaza, Pune-Mumbai Expressway 08:15-09:15 4,227 6.9%
5 Saswad Supa Road 10:30-11:30 465 8.0%
6 Saswad - Jejuri Road and Indrapratha Road Junction 18:00-19:00 1,827 7.1%
7 Velhe Bhagud MIDC, Mulshi Road 09:45-10:45 268 7.5%
8 Uruli Kanchan Road 17:45-18:45 489 7.8%
Average hourly variation of traffic on major cordon locations is presented in the Figure 4-6.
Figure 4-6: Hourly Variation of Traffic at major Cordon Locations
4.4 Origin - Destination (O-D) Survey Analysis for Cordon Locations

In order to understand travel pattern of the study area, O-D surveys has been carried out on the
inner cordon locations for 24 hours. The study area is divided into 289 Traffic Analysis Zones
(TAZ) based on combination of prevailing demarcation of wards / census blocks and villages.
The external area influencing the city is divided into 10 external zones considering the cordon
roads entering/leaving the study area.
4.4.1 Sample Size

The O-D sample size collected at cordon location for buses is around 20%, for cars - 15%, for
IPT - 15%, for trucks - 30% and for MAV - 25%.

Page 4-9
4.4.2 Travel Pattern of Passenger Vehicles

Location wise travel pattern of passenger vehicles at the cordon locations is summarised and
presented in Table 4-9
Table 4-9: Travel Pattern of Passenger Vehicle at Cordon Location
Internal Internal External External
No. Road Name to to to to
Internal External Internal External
1 Moshi Toll Plaza, Nasik Road 14% 42% 30% 14%
2 Near Sambhaji Chowk, Alandi Road, Alandi 73% 13% 12% 2%
3 Nagar Road 42% 31% 15% 12%
4 Kawadipeth Toll Plaza, Solapur Road 67% 13% 17% 4%
5 Saswad Road 59% 13% 25% 3%
6 Saswad Bopdev Road 70% 13% 13% 4%
7 Sinhgad Road 42% 40% 10% 8%
8 NDA Academy Road 75% 10% 14% 1%
9 Near Bhugaon, Mulshi Road 59% 22% 14% 5%
10 Shivaji Chowk, Hinjewadi 78% 10% 10% 2%
11 Dehu Road Toll Plaza, Old Mumbai Highway 43% 28% 17% 13%
12 Talwade, Dehu-Alandi Road 27% 34% 29% 10%
13 Katraj Satara Road 32% 29% 20% 19%
14 Sus Road 82% 9% 9% 1%
15 Nande Balewadi Road (Mahalunge) 67% 16% 15% 2%
16 Manjari Village, Manjri Road 45% 20% 12% 22%
17 Lohegaon-Nirgudi Road 93% 4% 4% 0%
18 Lohegaon-Wagholi Road 85% 8% 6% 1%
Internal to External trips accounts to an average of about 20%, External to Internal trips accounts
to an average of about 15%, whereas the External to External trips accounts to an average of
about 7%.
4.4.3 Trip Purpose

The mode-wise distribution of trip purpose at cordon locations is presented in Table 4-10
Table 4-10: Trip Purpose by Mode at Cordon Locations
Two Auto
No. Trip Purpose Car Taxi
Wheeler Rickshaw
1 Work 55.70% 46.61% 54.58% 49.57%
2 Business 20.05% 25.43% 18.19% 17.54%
3 Education 5.70% 6.74% 11.27% 7.18%
4 Shopping 6.39% 8.83% 7.46% 15.13%
5 Social/ Recreation 3.32% 3.02% 3.26% 3.28%
6 Health/Hospital 2.12% 2.01% 1.19% 2.94%
Page 4-10
Two Auto
Wheeler Rickshaw
7 Tourism 3.72% 5.15% 1.97% 2.97%
8 Others 3.00% 2.21% 2.10% 1.39%
Total 100% 100% 100% 100%
Predominant trips are made for work and business purposes followed by education. On an
average about 52% trips are work related, 20% of trips are business and 10% trips are shopping.
4.4.4 Trip Frequency for Passenger Vehicles

The mode-wise trip frequency distribution at cordon locations and the results obtained are
presented in Table 4-11.
Table 4-11: Mode-wise Distribution of Trip Frequency for Passenger Vehicles at
Cordon Location
Two Auto
Trip Frequency Car Taxi Maxi Cab
Wheeler Rickshaw
Daily Once 34% 28% 30% 29% 31%
Daily Twice (Up & Down) 37% 38% 43% 29% 32%
Multiple times in a day 9% 9% 10% 18% 11%
Alternate Day 8% 8% 9% 11% 15%
Weekly 5% 7% 3% 9% 3%
Monthly 4% 6% 4% 2% 2%
Others 4% 4% 2% 2% 7%
Grand Total 100% 100% 100% 100% 100%
4.4.5 Passenger Flows at Cordon Locations

The passenger vehicle occupancy survey was carried out at cordon locations to estimate the
average occupancy of passenger vehicles. The occupancy factors are arrived from occupancy
surveys which are used to convert vehicular flows into passenger flows. The average occupancy
factor for various passenger vehicles and passenger flows at all cordon points are presented in
Table 4-12 and Table 4-13.
Table 4-12: Occupancy factors Obtained at Cordon Location
No. Vehicle Type Occupancy Factor

1 Car/Jeep (Private) 2.40
2 Car/Jeep (Taxi) 2.69
3 Two wheeler 1.86
4 Auto Rickshaw 3.06
5 Maxi Cab (3w) 3.55
6 PMPML Bus 26.79
7 State Bus 24.41
8 Private Bus 22.37
9 Institutional Bus 20.27

Page 4-11

10 Company Bus 21.77
11 Mini Bus 17.99
Table 4-13: Vehicular and Passenger Flow at Cordon Locations
Total Vehicular Flow Total Passenger Flow

No. Road Name Towards Away From Towards Away From
Cordon Cordon Cordon Cordon
1 Moshi Toll Plaza, Nasik Road 34,741 36,782 1,03,215 10,5,513
Near Sambhaji Chowk, Alandi
2 28,539 29,550 70,771 73,294
Road, Alandi
3 Nagar Road 58,882 68,779 1,73,933 2,03,813
Kawadipeth Toll Plaza, Solapur
4 31,048 30,771 85,553 85,160
Road
5 Saswad Road 16,763 14,569 44,685 40,419
6 Saswad Bopdev Road 18,112 17,733 41,219 17,733
7 Sinhgad Road 32,325 32,407 76,368 75,888
8 NDA Academy Road 42,591 38,332 1,03,475 96,325
9 Near Bhugaon, Mulshi Road 21,187 22,561 48,831 22,561
10 Shivaji Chowk, Hinjewadi 63,622 69,298 1,81,036 1,97,921
Dehu Road Toll Plaza, Old
11 26,311 25,364 72,761 71,846
Mumbai Highway
12 Talwade, Dehu-Alandi Road 39,967 40,441 109,726 110,241
13 Katraj Satara Road 23,253 23,292 72,637 72,678
14 Sus Road 15,805 15,830 40,020 39,223
Nande Balewadi Road
15 8,535 9,314 19,799 20,619
(Mahalunge)
16 Manjari Village, Manjri Road 9,059 9,022 20,796 20,738
17 Lohegaon-Nirgudi Road 719 721 1,383 1,386
18 Lohegaon-Wagholi Road 8,205 8,128 19,018 19,656
It can be observed that total of 4,79,664 motorized vehicles (12,85,227 passengers) are
travelling towards the city whereas 4,92,894 vehicles (12,75,014 passengers) are travelling away
from city. Highest passenger movement is observed at Shivaji Chowk, Hinjewadi (5,11,877
Passengers) followed by Nagar Road (5,05,407 Passenger) and least passenger movement is
observed at Lohegaon-Nirgudi Road (4,209).
4.4.6 Travel Pattern of Goods Vehicles

Data collected from O-D surveys is analyzed to study the movement pattern of goods vehicles at
cordon locations. The details of goods vehicles entering and leaving the study area are
presented in Table 4-14. The share of Internal to Internal (I-I) movements accounts for 53%
share, Internal to External (I-E) movement accounts for 20% share, whereas External to Internal
(E-I) accounts for 18% share. The proportion of through traffic or by-passable traffic is around 9%
which indicates that vehicles enter the city due to the absence of bypass roads.

Page 4-12
Table 4-14: Travel Pattern of Goods Vehicle at Cordon Locations

1 Moshi Toll Plaza, Nasik Road 7% 43% 29% 21%
2 Near Sambhaji Chowk, Alandi 58% 23% 14% 5%
3 Nagar Road 37% 36% 18% 9%
4 Kawadipeth Toll Plaza, Solapur Road 28% 18% 26% 28%
5 Saswad Road 53% 22% 17% 9%
6 Saswad Bopdev Road 65% 21% 14% 0%
7 Sinhgad Road 62% 23% 10% 5%
8 NDA Academy Road 71% 11% 13% 5%
9 Near Bhugaon, Mulshi Road 44% 22% 28% 6%
10 Shivaji Chowk, Hinjewadi 72% 6% 18% 4%
Dehu Road Toll Plaza, Old Mumbai
11 23% 23% 19% 35%
Highway
12 Talwade, Dehu-Alandi Road 21% 30% 33% 16%
13 Katraj Satara Road 20% 34% 34% 12%
14 Sus Road 77% 8% 13% 2%
15 Nande Balewadi Road (Mahalunge) 71% 9% 19% 2%
16 Manjari Village, Manjri Road 64% 16% 16% 5%
17 Lohegaon-Nirgudi Road 97% 2% 1% 0%
18 Lohegaon-Wagholi Road 82% 5% 11% 1%
4.4.7 Trip Frequency for Goods Vehicles

The data is analyzed for understanding the mode-wise trip frequency distribution at cordon
locations and the results obtained are presented in Table 4-15
Table 4-15: Mode-wise Distribution of Trip Frequency for Goods Vehicle at Cordon
Locations
Tata
Trip Frequency LCV 2A Truck 3A Truck MAV
Ace
Daily Once 42% 38% 36% 36% 28%
Alternate Day 7% 7% 12% 17% 26%
Weekly 5% 8% 7% 15% 17%
Monthly 4% 3% 5% 10% 8%
Others 5% 5% 7% 4% 10%
Grand Total 100% 100% 100% 100% 100%
4.5 Origin – Destination Study at Other Cordon Locations

In order to understand travel pattern of traffic entering/ leaving the study area, O-D surveys have
been carried out on all the other cordon locations for 24 hours.
Page 4-13
4.5.1 Sample Size

The O-D sample size collected at other cordon location for buses is around 20%, for cars - 15%,
for IPT - 50%, for Trucks - 45% and for MAV - 45%.
4.5.2 Travel Pattern of Passenger Vehicle Trips

Location wise travel pattern of passenger vehicles at the other cordon locations is summarized
and presented in Table 4-16.
Table 4-16: Travel Pattern of Passenger Vehicle at Other Cordon Locations
1 Khed Shivapur Toll Plaza, Satara Road 5.7% 20.4% 32.4% 41.5%
2 Velhe Budruk Village 2.7% 10.4% 27.4% 59.6%
3 Kusgaon Toll Plaza, Mumbai Pune Expressway 1.5% 29.2% 26.8% 42.5%
4 Talegaon Toll Plaza, Pune Mumbai Expressway 2.2% 32.2% 35.3% 30.3%
5 Saswad Supa Road 7.1% 38.1% 46.1% 8.7%
6 Saswad Jejuri Indrapratha Road 10.0% 11.0% 42.5% 36.5%
7 Velhe Bhagud MIDC, Mulshi Road 1.1% 36.7% 33.0% 29.2%
8 Uruli Kanchan Road 16.3% 23.1% 43.6% 17.0%
 Internal to Internal trips accounts for 5.8% of total trips, Internal to External trips accounts
for 25.1% of total trips, External to Internal trips accounts for 35.9% of total trips, whereas
the External to External trips accounts for 33.2% of total trips.
 Among all the locations, maximum share of External to External movement (through traffic)
for passenger vehicles is observed on Velhe Budruk (59.6) followed Kusgaon Toll Plaza,
Mumbai-Pune Expressway (42.5%)
4.5.3 Trip Purpose

The mode-wise distribution of trips at other cordon locations are presented in Table 4-17
Table 4-17: Mode-wise Distribution of Trip Purpose at Other Cordon Location
Two Auto
Wheeler Rickshaw
1 Work 39.94% 31.06% 48.38% 25.46%
2 Business 22.42% 26.13% 14.34% 29.50%
3 Education 4.25% 7.62% 11.75% 6.10%
4 Shopping 8.09% 10.91% 10.73% 7.40%
5 Social/ Recreation 8.66% 5.32% 3.72% 3.75%
6 Health/Hospital 3.51% 4.58% 1.51% 4.82%
7 Tourism 8.54% 12.02% 8.40% 18.73%
8 Others 4.58% 2.37% 1.16% 4.24%
Total 100% 100% 100% 100%

Page 4-14
Predominant trips are made for work and business purposes followed by education purpose. On
an average about 36% are work purpose, 23% are business trips and 12% are tourism trips
4.5.4 Trip Frequency

The mode-wise trip frequency distribution at other cordon locations are presented in Table 4-18
Table 4-18: Mode-wise Distribution of Trip Frequency for Passenger Vehicles at Other
Cordon Location
Two Auto Maxi

Trip Frequency Car Taxi
Wheeler Rickshaw Cab
Daily Once 32% 28% 35% 25% 30%
Alternate Day 9% 12% 6% 15% 8%
Weekly 12% 12% 7% 7% 7%
Monthly 11% 12% 4% 21% 30%
Others 10% 7% 3% 3% 1%
Grand Total 100% 100% 100% 100% 100%
4.5.5 Passenger Flows at Other Cordon Locations

The average occupancy factor for various passenger vehicles and passenger flows at all other
cordon points are presented in Table 4-19 and Table 4-20.
Table 4-19: Occupancy factors Obtained at Other Cordon Location
1 Car/Jeep (Private) 3.0

2 Car/Jeep (Taxi) 3.3
3 Two wheeler 1.7
4 Auto Rickshaw 3.2
5 Maxi Cab (3w) 3.8
6 PMPML Bus 32.0
7 State Bus 30.4
8 Private Bus 34.5
10 Company Bus 26.6
11 Mini Bus 24.5
Table 4-20: Vehicular and Passenger Flow at Other Cordon Location

1 Khed Shivapur Toll Plaza, 24,599 21,232 104,730 96,394

Page 4-15

Satara Road
2 Velhe Budruk Village 972 2,350 2,315 2,350

Kusgaon Toll Plaza, Mumbai
3 917 1,600 10,135 20,458
Pune Expressway
Talegaon Toll Plaza, Pune
4 18,928 18,208 102,205 88,952
Mumbai Expressway
5 Saswad Supa Road 2,935 3,042 5,997 6,312
Saswad Jejuri Indrapratha
6 10,733 10,783 31,646 31,917
Road
Velhe Bhagud MIDC, Mulshi
7 1,454 1,181 4,762 3,659
Road
8 Uruli Kanchan Road 2,646 2,611 5,362 5,382
It can be observed that total of 63,184 motorized vehicles (2,67,151 passengers) are travelling
towards the study area whereas 61,007 vehicles (2,55,424 passengers) are travelling away from
study area. Highest passenger movement is observed at Khed-Shivapur Toll Plaza, Satara Road
(2,01,123 Passengers) followed by Talegaon Toll Plaza, Pune-Mumbai Expressway (1,91,157
Passenger) and least passenger movement is observed at Velhe Budruk (4,664).
4.5.6 Travel Pattern of Goods Vehicles

Data collected from O-D surveys have been analysed separately to study the movement pattern
of goods vehicles at other cordon locations. The details of goods vehicles entering and leaving
the study area are presented in Table 4-21. The share of Internal to Internal (I-I) movements
accounts for 5% share, Internal to External (I-E) movement accounts for 27% share, whereas
External to Internal (E-I) accounts for 33% share. The proportion of through traffic in goods
vehicles is around 36%.
Table 4-21: Travel Pattern of Goods Vehicle at Other Cordon Location
1 Khed Shivapur Toll Plaza, Satara Road 2.9% 20.4% 26.3% 50.4%
2 Velhe Budruk Village 1.2% 13.5% 19.8% 65.5%
3 Kusgaon Toll Plaza, Mumbai Pune Expressway 2.8% 27.2% 24.3% 45.8%
4 Talegaon Toll Plaza, Pune Mumbai Expressway 1.0% 25.3% 27.6% 46.1%
5 Saswad Supa Road 1.0% 33.8% 56.6% 8.6%
6 Saswad Jejuri Indrapratha Road 0.0% 33.0% 39.9% 27.2%
7 Velhe Bhagud MIDC, Mulshi Road 1.1% 38.5% 42.9% 17.5%
8 Uruli Kanchan Road 27.0% 23.9% 23.1% 25.9%
4.5.7 Trip Frequency of Goods Vehicles

The data has been analysed for understanding the mode-wise trip frequency distribution at other
cordon locations and the results obtained presented in the Table 4-22.

Page 4-16
Table 4-22: Mode-wise Distribution of Trip Frequency for Goods Vehicle at Other
Cordon Locations
Tata 2A 3A
Trip Frequency LCV MAV
Ace Truck Truck
Daily Once 38% 32% 23% 23% 21%
Alternate Day 10% 9% 15% 21% 23%
Weekly 9% 12% 18% 17% 24%
Monthly 10% 12% 14% 18% 16%
Others 4% 4% 6% 5% 7%
Grand Total 100% 100% 100% 100% 100%
4.6 Analysis of Screen-line Counts

Screen-lines in the study area are classified into North-South and East-West screen-lines. In the
study area Pune-Solapur/Satara Railway line and Mutha river are considered as North-South
screen-lines and Mula and Mula Mutha rivers as the East-West screen-lines in the study area.
Classified traffic volume counts are conducted at 59 screen-line locations. Table 4-23 presents
the 16 hour traffic (06:00 a.m. to 10:00 p.m.). Based on analysis, total of about 28.13 lakh
vehicles (26.12 lakhs PCU) cross the North- South screen-line locations and 14.36 lakh vehicles
(13.28 lakh PCU) cross the East- West every day.
Table 4-23: Location-wise Traffic on Screen-lines for 16 hr Duration
Total Share
Vehicles PCUs %
North-South
1 Talegaon Industrial Area (SL1) 16,177 22,303 0.58%
2 Talegaon Chakan Road (SL2) 63,673 59,599 2.26%
3 Begdaewadi (SL3) 4,653 4,079 0.17%
4 Dehu (SL4) 50,694 47,695 1.80%
5 Bhau Patil Road (SL5) 28,126 26,883 1.00%
6 Yashwanthrao Chavan Path (SL6) 3,770 3,057 0.13%
7 Khadki Police Chowk (SL7) 58,136 52,281 2.07%
8 Dhanori Alandi Road (SL8) 28,680 25,627 1.02%
9 KB Joshi Path (SL9) 76,304 65,370 2.71%
10 HK Firodia Bridge (SL10) 1,84,933 1,77,961 6.57%
11 Juna Bazar (SL11) 99,433 93,446 3.53%
12 Connaught Road (ROB) (SL12) 42,958 46,444 1.53%
13 Bund Garden Road (SL13) 79,958 79,766 2.84%
14 Koregaon Park Road (SL14) 1,13,462 1,02,882 4.03%
15 BT Kawade Road (ROB) (SL15) 45,658 40,263 1.62%
16 Solapur Road (ROB) Kirloskar (SL16) 1,96,812 1,87,063 7.00%

Page 4-17
Total Share
Vehicles PCUs %
17 Hadapsar Road (SL17) 76,793 74,356 2.73%
18 Western Bypass (After Warje) (SL18) 1,59,621 1,52,646 5.67%
19 Mhatre Bridge (SL19) 1,08,941 95,811 3.87%
20 SM Joshi Bridge (SL20) 62,138 55,271 2.21%
21 Shivaram Mhatre Road (Chavan Bridge) (SL21) 44,752 33,412 1.59%
22 Sambhaji Bridge (SL22) 44,615 61,991 1.59%
23 Kakasaheb Gadgil Bridge( Z Bridge) (SL23) 18,942 14,082 0.67%
24 Baba Bhide Bridge (SL24) 98,093 76,462 3.49%
25 Maha Rishi Shinde Bridge (SL25) 71,123 64,247 2.53%
26 PMC Bhavan Bridge (SL26) 59,044 51,895 2.10%
27 Shivaji Bridge-Nava Pool (SL27) 83,941 81,622 2.98%
28 Dengale Bridge Road (SL28) 75,078 75,422 2.67%
29 Sangam Bridge 1 (SL29) 1,16,910 1,12,685 4.16%
30 Sangam Bridge 2 (SL30) 53,254 49,825 1.89%
31 Ravat Nigdi Raod (SL31) 63,741 56,053 2.27%
32 Akurdi Chikhali Road (SL32) 63,430 55,237 2.25%
33 Chinchwad Akurdi Link Road (SL33) 61,780 53,593 2.10%
34 Kaspate Wasti Road (SL34) 89,995 82,630 3.20%
35 Karachi Chowk (SL35) 1,02,480 97,995 3.64%
36 Jawaharlal Nehru Road (SL36) 29,086 23,188 1.03%
37 Power House Road (SL37) 17,564 14,671 0.62%
38 Pimple Gurav Road (SL38) 26,495 21,693 0.94%
39 Nashik Phata (SL39) 68,389 62,962 2.43%
40 From Jai Maharashtra Chowk (SL40) 17,385 14,677 0.62%
41 Dapodi Bridge (SL41) 50,160 45,341 1.78%
42 Sangam Cross Road (SL42) 7,861 6,410 0.28%
43 Ghorpadi Road (SL43) 48,023 43,673 1.71%
Total 28,13,061 26,12,567 100%
East-West
44 Manjari Village (SL44) 21,115 19,814 1.47%
45 Theur Kesanand Road (SL45) 11,085 13,358 0.77%
46 Uruli Ashtapur Road (SL46) 3,001 2,558 0.21%
47 Western Bypass Road (SL47) 1,86,776 1,85,778 13.00%
48 Mahatma Jyotiba Phule Bridge (SL48) 44,051 37,466 3.07%
49 Mahadji Shinde Road (Aundh) (SL49) 55,618 47,847 3.87%
50 Rajiv Gandhi Bridge (Aundh Ravet Road) (SL50) 1,13,662 1,03,874 7.91%
51 Jai Ganesh Chowk (SL51) 71,265 60,450 4.96%
52 Old Sangavi Nera Petrol Pump (SL52) 66,130 62,912 4.60%
53 Harris Bridge (Old Mumbai Highway) (SL53) 1,69,809 1,58,236 11.82%
54 Yerwada Bridge (SL54) 1,33,603 1,25,251 9.30%

Page 4-18
Total Share
Vehicles PCUs %
55 Yerwada Bridge (SL55) 1,37,401 1,29,007 9.57%
56 HH Aga Khan Bridge (SL56) 1,06,985 97,644 7.45%
57 Mundhwa Bridge (SL57) 1,00,833 95,874 7.02%
58 Alandi Road (Near Tata Communication Center) (SL58) 80,863 74,103 5.63%
59 Rajaram Bridge (SL59) 1,34,044 1,13,831 9.33%
Total 14,36,241 13,28,001 100%
From the above table, Solapur Road (ROB) is found to have the highest share of vehicles among
all the screen-line locations, followed by Westerly Bypass Road. Uruli – Astapur Road has least
number of vehicles among all the screen-line locations.
4.6.2 Mode-wise Traffic Volume

The mode-wise traffic volume at all screen-line locations are presented in Table 4-24. Around
37.5 lakh PCUs is observed at all screen line locations.
Table 4-24: Traffic Volume at Screen-line Locations
Private Modes Total
Auto Goods
ID Two Rickshaw
Bus
Vehicles
Cycle Others*
Car/ Jeep Vehicles PCUs
Wheelers
SL1 6,861 3,891 48 693 4,601 32 51 16,177 22,303
SL2 43,114 10,169 1,843 840 7,229 332 146 63,673 59,599
SL3 3,216 1,111 86 26 199 3 12 4,653 4,079
SL4 31,292 11,979 1,799 1,753 3,610 177 84 50,694 47,695
SL5 19,083 4,547 2,943 480 859 210 4 28,126 26,883
SL6 34,842 17,285 3,473 757 1,124 644 11 58,136 52,281
SL7 2,911 63 311 2 80 402 1 3,770 3,057
SL8 14,985 11,864 770 210 604 229 18 28,680 25,627
SL9 64,026 3,820 7,100 0 430 928 0 76,304 65,370
SL10 98,040 60,498 12,024 6,916 6,624 802 29 1,84,933 1,77,961
SL11 65,246 17,625 10,205 1,126 4,235 984 12 99,433 93,446
SL12 24,271 6,762 8,065 1,493 1,119 1,245 3 42,958 46,444
SL13 50,010 13,527 10,967 1,522 2,733 1,188 11 79,958 79,766
SL14 70,071 30,307 8,302 814 3,378 585 5 1,13,462 1,02,882
SL15 32,970 7,045 3,281 579 1,173 583 27 45,658 40,263
SL16 1,23,494 40,407 15,260 5,265 11,673 608 105 1,96,812 1,87,063
SL17 54,357 7,571 9,496 1,021 2,587 1,678 83 76,793 74,356
SL18 89,992 43,218 5,794 3,391 16,824 350 52 1,59,621 1,52,646
SL19 79,018 14,795 9,554 839 2,795 1,915 25 1,08,941 95,811
SL20 47,149 6,895 6,051 75 1,088 879 1 62,138 55,271
SL21 44,042 58 53 5 14 580 0 44,752 33,412
SL22 3,244 19,876 15,089 2,913 2,196 1,288 9 44,615 61,991
SL23 18,553 8 9 0 0 372 0 18,942 14,082
SL24 92,344 528 3,951 3 244 1,023 0 98,093 76,462
SL25 55,336 6,001 7,278 73 1,083 1,346 6 71,123 64,247
SL26 48,455 3,122 6,261 69 443 693 1 59,044 51,895

Page 4-19
Private Modes Total

Auto Goods
ID Two Rickshaw
Bus
Vehicles
Cycle Others*
Car/ Jeep Vehicles PCUs
Wheelers
SL27 58,779 10,305 9,346 2,221 2,502 786 2 83,941 81,622
SL28 49,370 10,625 10,520 1,695 1,894 970 4 75,078 75,422
SL29 65,570 32,037 10,616 3,394 4,877 408 8 1,16,910 1,12,685
SL30 30,695 15,068 5,102 571 1,580 235 3 53,254 49,825
SL31 40,335 17,180 1,894 663 2,925 694 50 63,741 56,053
SL32 45,566 8,988 2,645 1,904 2,813 1,480 34 63,430 55,237
SL33 43,495 10,462 2,712 1,871 1,979 1,214 47 61,780 53,593
SL34 58,215 19,085 4,799 1,921 5,121 804 50 89,995 82,630
SL35 72,190 10,505 12,562 1,420 2,798 2,972 33 1,02,480 97,995
SL36 24,435 3,037 1,104 1 291 217 1 29,086 23,188
SL37 12,666 2,810 431 185 847 613 12 17,564 14,671
SL38 19,549 5,786 789 0 150 221 0 26,495 21,693
SL39 38,889 21,814 1,383 1,389 4,601 228 85 68,389 62,962
SL40 13,849 1,170 1,077 138 606 535 10 17,385 14,677
SL41 33,277 10,840 3,385 888 1,494 259 17 50,160 45,341
SL42 6,264 199 615 11 163 608 1 7,861 6,410
SL43 35,022 4,192 5,037 296 911 2,535 30 48,023 43,673
SL44 14,586 2,826 384 285 2,742 222 70 21,115 19,814
SL45 5,695 1,999 48 129 3,082 60 72 11,085 13,358
SL46 2,265 468 12 6 221 19 10 3,001 2,558
SL47 96,197 56,528 6,213 4,804 22,627 315 92 1,86,776 1,85,778
SL48 28,965 11,538 1,281 382 1,022 854 9 44,051 37,466
SL49 36,886 13,472 3,124 894 688 548 6 55,618 47,847
SL50 64,800 37,244 3,611 3,721 3,947 326 13 1,13,662 1,03,874
SL51 54,991 8,224 4,534 682 1,277 1,554 3 71,265 60,450
SL52 46,639 8,077 7,403 1,059 1,709 1,235 8 66,130 62,912
SL53 97,892 49,180 7,125 5,924 9,073 585 30 1,69,809 1,58,236
SL54 81,408 29,833 12,700 3,238 4,564 1,841 19 1,33,603 1,25,251
SL55 82,982 31,400 12,818 3,488 4,693 2,006 14 1,37,401 1,29,007
SL56 62,646 29,957 8,783 677 3,033 1,859 30 1,06,985 97,644
SL57 56,561 27,903 6,779 2,290 6,300 933 67 1,00,833 95,874
SL58 48,954 20,514 3,039 2,054 5,771 504 27 80,863 74,103
SL59 1,04,284 17,243 7,861 638 2,868 1,137 13 1,34,044 1,13,831
 Goods vehicles movement is high on Western Bypass and Old Mumbai Highway as
compared to other roads
 On Kakasaheb Gadgil Bridge(Z bridge), only two-wheelers and cycles were captured.
Other vehicles are restricted from using the Z bridge (few cars and auto rickshaws used
the bridge as they were not aware of the restrictions)

Composition of traffic observed on screen-lines is presented in Table 4-25. On average, the
share of two-wheelers is observed to be predominant (66.8%), followed by cars (18.5%) among

Page 4-20
motorized vehicles. Passenger vehicles contribute to around 95% share of total traffic crossing
the screen-lines whereas goods vehicles constitutes to only around 5% of total traffic.

Page 4-21
Table 4-25: Composition of Traffic at Screen-line Locations

Private Modes Goods Other
No. Road/Location IPT Bus Cycle
Two Wheeler Car Vehicle Modes
North - South
1 Talegaon Industrial Area 42.4% 24.1% 0.3% 4.3% 28.4% 0.2% 0.2%
2 Talegaon Chakan Road 67.7% 16.0% 2.9% 1.3% 11.4% 0.5% 0.2%
3 Begdaewadi 69.1% 23.9% 1.8% 0.6% 4.3% 0.1% 0.3%
4 Dehu 61.7% 23.6% 3.5% 3.5% 7.1% 0.3% 0.2%
5 Bhau Patil Road 67.8% 16.2% 10.5% 1.7% 3.1% 0.7% 0.0%
6 Khadki Police Chowk 77.2% 1.7% 8.2% 0.1% 2.1% 10.7% 0.0%
7 Yashwanthrao Chavan Path 59.9% 29.7% 6.0% 1.3% 1.9% 1.1% 0.0%
8 Dhanori Alandi Road 52.2% 41.4% 2.7% 0.7% 2.1% 0.8% 0.1%
9 KB Joshi Path 83.9% 5.0% 9.3% 0.0% 0.6% 1.2% 0.0%
10 HK Foridia Bridge 53.0% 32.7% 6.5% 3.7% 3.6% 0.4% 0.0%
11 Juna Bazar 65.6% 17.7% 10.3% 1.1% 4.3% 1.0% 0.0%
12 Connaught Road (ROB) 56.5% 15.7% 18.8% 3.5% 2.6% 2.9% 0.0%
13 Bund Garden Road 62.5% 16.9% 13.7% 1.9% 3.4% 1.5% 0.0%
14 Koregaon Park Road 61.8% 26.7% 7.3% 0.7% 3.0% 0.5% 0.0%
15 BT Kawade Road (ROB) 72.2% 15.4% 7.2% 1.3% 2.6% 1.3% 0.1%
16 Solapur Road (ROB) Kirloskar 62.7% 20.5% 7.8% 2.7% 5.9% 0.3% 0.0%
17 Hadapsar Road 70.8% 9.9% 12.4% 1.3% 3.4% 2.2% 0.1%
18 Western Bypass (After Warje) 56.4% 27.1% 3.6% 2.1% 10.5% 0.2% 0.0%
19 Mhatre Bridge 72.5% 13.6% 8.8% 0.8% 2.6% 1.8% 0.0%
20 SM Joshi Bridge 75.9% 11.1% 9.7% 0.1% 1.8% 1.4% 0.0%
21 Shivaram Mhatre Road (Chavan Bridge) 98.4% 0.1% 0.1% 0.0% 0.0% 1.3% 0.0%
22 Sambhaji Bridge 7.3% 44.6% 33.8% 6.5% 4.9% 2.9% 0.0%
23 Kakasaheb Gadgil Bridge( Z Bridge) 97.9% 0.0% 0.0% 0.0% 0.0% 2.0% 0.0%

Page 4-22

24 Baba Bhide Bridge 94.1% 0.5% 4.0% 0.0% 0.2% 1.0% 0.0%
25 Maha Rishi Shinde Bridge 77.8% 8.4% 10.2% 0.1% 1.5% 1.9% 0.0%
26 PMC Bhavan Bridge 82.1% 5.3% 10.6% 0.1% 0.8% 1.2% 0.0%
27 Shivaji Bridge-Nava Pool 70.0% 12.3% 11.1% 2.6% 3.0% 0.9% 0.0%
28 Dengale Bridge Road 65.8% 14.2% 14.0% 2.3% 2.5% 1.3% 0.0%
29 Sangam Bridge 1 56.1% 27.4% 9.1% 2.9% 4.2% 0.3% 0.0%
30 Sangam Bridge 2 57.6% 28.3% 9.6% 1.1% 3.0% 0.4% 0.0%
31 Ravat Nigdi Raod 63.3% 27.0% 3.0% 1.0% 4.6% 1.1% 0.0%
32 Akurdi Chikhali Road 71.8% 14.2% 4.2% 3.0% 4.4% 2.3% 0.0%
33 Chinchwad Akurdi Link Road 70.4% 16.9% 4.4% 3.0% 3.2% 2.0% 0.1%
34 Kaspate Wasti Road 64.7% 21.2% 5.3% 2.1% 5.7% 0.9% 0.0%
35 Karachi Chowk 70.4% 10.3% 12.3% 1.4% 2.7% 2.9% 0.0%
36 Jawaharlal Nehru Road 84.0% 10.4% 3.8% 0.0% 1.0% 0.7% 0.0%
37 Power House Road 72.1% 16.0% 2.5% 1.1% 4.8% 3.5% 0.1%
38 Pimple Gurav Road 73.8% 21.8% 3.0% 0.0% 0.6% 0.8% 0.0%
39 Nashik Phata 56.9% 31.9% 2.0% 2.0% 6.7% 0.3% 0.1%
40 From Jai Maharashtra Chowk 79.7% 6.7% 6.2% 0.8% 3.5% 3.1% 0.0%
41 Dapodi Bridge 66.3% 21.6% 6.7% 1.8% 3.0% 0.5% 0.0%
42 Sangam Cross Road 79.7% 2.5% 7.8% 0.1% 2.1% 7.7% 0.0%
43 Ghorpadi Road 72.9% 8.7% 10.5% 0.6% 1.9% 5.3% 0.1%
East – West
44 Manjari Village 69.1% 13.4% 1.8% 1.3% 13.0% 1.1% 0.3%
45 Theur Kesanand Road 51.4% 18.0% 0.4% 1.2% 27.8% 0.5% 0.6%
46 Uruli Ashtapur Road 75.5% 15.6% 0.4% 0.2% 7.4% 0.6% 0.3%
47 Western Bypass Road 51.5% 30.3% 3.3% 2.6% 12.1% 0.2% 0.0%

Page 4-23

48 Mahatma Jyotiba Phule Bridge 65.8% 26.2% 2.9% 0.9% 2.3% 1.9% 0.0%
49 Mahadji Shinde Road (Aundh) 66.3% 24.2% 5.6% 1.6% 1.2% 1.0% 0.0%
50 Rajiv Gandhi Bridge (Aundh Ravet Ropad) 57.0% 32.8% 3.2% 3.3% 3.5% 0.3% 0.0%
51 Jai Ganesh Chowk 77.2% 11.5% 6.4% 1.0% 1.8% 2.2% 0.0%
52 Old Sangvi Nera Petrol Pump 70.5% 12.2% 11.2% 1.6% 2.6% 1.9% 0.0%
53 Harris Bridge (Old Mumbai Highway) 57.6% 29.0% 4.2% 3.5% 5.3% 0.3% 0.0%
54 Yerwada Bridge 1 60.9% 22.3% 9.5% 2.4% 3.4% 1.4% 0.0%
55 Yerwada Bridge 2 60.4% 22.9% 9.3% 2.5% 3.4% 1.5% 0.0%
56 HH Aga Khan Bridge 58.6% 28.0% 8.2% 0.6% 2.8% 1.7% 0.0%
57 Mundhwa Bridge 56.1% 27.7% 6.7% 2.3% 6.2% 0.9% 0.1%
58 Alandi Road (Near Tata Communication Center 60.5% 25.4% 3.8% 2.5% 7.1% 0.6% 0.0%
59 Rajaram Bridge 77.8% 12.9% 5.9% 0.5% 2.1% 0.8% 0.0%
The average vehicle composition at screen-line is presented in the Figure 4-7.
Figure 4-7: Average Composition of Vehicles at Screen lines

Page 4-24
The share of public transport (i.e. Bus & Mini Bus) is about 1.7% of total traffic whereas, the
share of Intermediate Public Transport (i.e. Auto Rickshaw) constitutes to 6.9%.
4.6.4 Peak Hour Characteristics

Location-wise peak hour traffic at screen-lines locations is represented in Table 4-26.
Table 4-26: Peak Hour Traffic at Screen-line Locations
Peak Peak
PCUs Share
1 Talegaon Industrial Area 08.00-9.00 1,888 8.5%
2 Talegaon Chakan Road 17.45-18.45 4,926 8%
3 Begdaewadi 17.15-18.15 411 10.1%
4 Dehu 18.00-19.00 4,027 8.4%
5 Manjari Village 09.15-10.15 1,705 8.6%
6 Theur Kesanand Road 10.30-11.30 929 7.0%
7 Uruli Ashtapur Road 09.15-10.15 240 9.4%
8 Western Bypass Road 09.00-10.00 14,144 7.6%
9 Mahatma Jyotiba Phule Bridge 09.15-10.15 3,525 9.4%
10 Mahadji Shinde Road (Aundh) 09.15-10.15 4,316 9.0%
11 Rajiv Gandhi Bridge (Aundh Ravet Ropad) 09.00-10.00 8,387 8.1%
12 Jai Ganesh Chowk 09.15-10.15 5,165 8.5%
13 Old Sangvi Nera Petrol Pump 09.30-10.30 5,842 9.3%
14 Harris Bridge (Old Mumbai Highway) 18.45-19.45 10,864 6.9%
15 Alandi Road (Near Tata Communication Center 09.00-10.00 6,088 8.2%
16 Bhau Patil Road 09.15-10.15 3,647 13.6%
17 Khadki Police Chowk 09.00-10.00 4,716 9.0%
18 Yashwanthrao Chavan Path 09.30-10.30 440 14.4%
19 Dhanori Alandi Road 09.30-10.30 2,831 11.0%
20 KB Joshi Path 09.15-10.15 5,900 9.0%
21 HK Firodia Bridge 09.30-10.30 12,429 7.0%
22 Juna Bazar 09.15-10.15 8,272 8.9%
23 Connaught Road (ROB) 09.30-10.30 3,705 8.0%
24 Bund Garden Road 09.45-10.45 6,567 8.2%
25 Koregaon Park Road 18.15-19.15 9,564 9.3%
26 Ghorpadi Road 19.00-20.00 3,976 9.1%
27 BT Kawade Road (ROB) 18.00-19.00 3,359 8.3%
28 Solapur Road (ROB) Kirloskar 09.15-10.15 13725 7.3%
29 Hadapsar Road 09.00-10.00 6,025 8.1%
30 Western Bypass (After Warje) 09.15-10.15 13,738 9.0%

Page 4-25
Peak Peak
PCUs Share
31 Rajaram Bridge 09.15-10.15 11,348 10.0%
32 Mhatre Bridge 18.45-19.45 8,403 8.8%
33 SM Joshi Bridge 09.30-10.30 5,390 9.8%
34 Shivaram Mhatre Road (Chavan Bridge) 09.45-10.45 2,939 8.8%
35 Sambhaji Bridge 11.45-12.45 4,129 6.7%
36 Kakasaheb Gadgil Bridge( Z Bridge) 18.15-19.15 1,449 10.3%
37 Baba Bhide Bridge 10.00-11.00 6,701 8.8%
38 Maha Rishi Shinde Bridge 10.00-11.00 5,744 8.9%
39 PMC Bhavan BRIdge 17.45-18.45 4,655 9.0%
40 Shivaji Bridge-Nava Pool 12.45-13.45 6,249 7.7%
41 Dengale Bridge Road 10.45-11.45 6,469 8.6%
42 Sangam Bridge 1 09.15-10.15 9,470 8.4%
43 Sangam Bridge 2 09.30-10.30 4,609 9.3%
44 Yerwada Bridge 1 18.00-19.00 9,681 7.7%
45 Yerwada Bridge 2 09.30-10.30 10,491 8.1%
46 HH Aga Khan Bridge 09.15-10.15 8,635 8.8%
47 Mundhwa Bridge 09.30-10.30 8,573 8.9%
48 Ravet Nigdi Raod 18.45-19.45 4,743 8.5%
49 Akurdi Chikhali Road 17.45-18.45 4,395 8.0%
50 Chinchwad Akurdi Link Raod 18.15-19.15 4,694 8.8%
51 Kaspate Wasti Road 09.00-10.00 6,610 8.0%
52 Karachi Chowk 18.00-19.00 7,799 8.0%
53 Jawaharlal Nehru Road 18.45-19.45 2,094 9.0%
54 Power House Road 18.30.19.30 1,272 8.7%
55 Pimple Gurav Road 08.45-09.45 2,328 10.7%
56 Nashik Phata 18.15-19.15 5,866 9.3%
57 From Jai Maharashtra Chowk 09.30-10.30 1,218 8.3%
58 Dapodi Bridge 18.15-19.15 4,242 9.4%
59 Sangam Cross Road 12.15-13.15 563 8.8%
 Peak hour share varies from 6.9% to 14.4%, where 6.9%. The share of peak of traffic at
Sambhaji Bridge is 6.9% and at Yashwantrao Chavan Path is 14.4%
 Average Peak hour share is found to be 8.5%
 Staggered peak hours are observed at different locations

Page 4-26
4.6.5 Analysis of Vehicle Occupancy at Screen lines

Occupancy surveys are carried out at 59 screen-line locations to estimate average occupancy of
passenger vehicles. The occupancy factors are used to convert vehicular flows into passenger
flows. The average occupancy factor for various vehicles and passenger flow across screen-lines
are presented in Table 4-27.
Table 4-27: Occupancy Factors arrived at Screen lines in Peak and Off-Peak Periods
No. Vehicle Category Peak Period

1 Two Wheeler 1.47
2 Car 2.98
3 Auto Rickshaw 2.40
4 PMPML Bus 22.52
5 State Bus 24.00
7 Mini Bus 10.54
8 Maxi Cab (3w) 5.19
9 Cycle Rickshaw 1.98
For all the modes of transport it can be observed that occupancy in peak period is more than that
of off peak period.
4.6.6 Passenger Flows across Screen-lines

The passenger vehicle occupancy survey is carried out at screen-line locations to estimate the
average occupancy of passenger vehicles, which are crossing the screen-lines. The occupancy
factors are used to convert vehicular flows into passenger flows. The average occupancy factor
for various passenger vehicles and corresponding passenger flow across screen-lines is
presented in Table 4-27 and Table 4-28. It can be observed that around 53.03 lakh passengers
are crossing the North-South screen-line and 29.81 lakh passengers are crossing the East- West
screen-line locations in a day.
Table 4-28: Total Passenger Vehicles and Passengers at Screen-lines
Total
Non- Total
No Road/Location Name Motorized Passsenger
Motorized Vehicles
Flow
North - South
1 Talegaon Industrail Area 16,145 32 16,177 31,141
2 Talegaon Chakan Road 63,340 333 63,673 1,09,157
3 Begdaewadi 4,650 3 4,653 8,470
4 Dehu 50,517 177 50,694 1,13,497
5 Bhau Patil Road 27,916 210 28,126 55,290
6 Khadki Police Chowk 57,491 645 58,136 1,17,413
7 Yashwanthrao Chavan Path 3,368 402 3,770 5,528
8 Dhanori Alandi Road 28,451 229 28,680 59,842
9 KB Joshi Path 75,376 928 76,304 1,20,735
10 HK Firodia Bridge 1,84,131 802 1,84,933 4,72,302
Page 4-27
Total
Non- Total
Motorized Vehicles
Flow
11 Juna Bazar 98,444 989 99,433 1,88,768
12 Connaught Road (ROB) 41,713 1,245 42,958 1,04,050
13 Bund Garden Road 78,769 1,189 79,958 1,66,324
14 Koregaon Park Road 1,12,877 585 1,13,462 2,18,979
15 BT Kawade Road (ROB) 45,075 583 45,658 84,291
16 Solapur Road (ROB) Kirloskar 1,96,178 634 1,96,812 4,23,808
17 Hadapsar Road 75,114 1,679 76,793 1,39,049
18 Western Bypass (After Warje) 1,59,271 350 1,59,621 3,22,669
19 Mhatre Bridge 1,07,021 1,920 1,08,941 1,93,176
20 SM Joshi Bridge 61,259 879 62,138 1,03,511
Shivaram Mhatre Road (Chavan
21 44,172 580 44,752 64,558
Bridge)
22 Sambhaji Bridge 43,327 1,288 44,615 1,53,536
23 Kakasaheb Gadgil Bridge( Z Bridge) 18,570 372 18,942 27,225
24 Baba Bhide Bridge 97,070 1,023 98,093 1,45,189
25 Maha Rishi Shinde Bridge 69,776 1,347 71,123 1,16,091
26 PMC Bhavan Bridge 58,351 693 59,044 95,001
27 Shivaji Bridge-Nava Pool 83,155 786 83,941 1,79,384
28 Dengale Bridge Road 74,106 972 75,078 1,59,508
29 Sangam Bridge 1 1,16,499 411 1,16,910 2,78,271
30 Sangam Bridge 2 53,019 235 53,254 1,08,434
31 Ravat Nigdi Raod 63,045 696 63,741 1,21,521
32 Akurdi Chikhali Road 61,950 1,480 63,430 1,26,993
33 Chinchwad Akurdi Link Raod 60,565 1,215 61,780 1,30,139
34 Kaspate Wasti Road 89,191 804 89,995 1,82,448
35 Karachi Chowk 99,507 2,973 1,02,480 1,89,468
36 Jawaharlal Nehru Road 28,869 217 29,086 46,716
37 Power House Road 16,951 613 17,564 30,120
38 Pimple Gurav Road 26,274 221 26,495 46,681
39 Nashik Phata 68,161 228 68,389 1,41,783
40 From Jai Maharashtra Chowk 16,850 535 17,385 28,213
41 Dapodi Bridge 49,900 260 50,160 1,00,011
42 Sangam Cross Road 7,253 608 7,861 11,786
43 Ghorpadi Road 45,488 2,535 48,023 82,409
Total 26,14,748 33,272 26,48,020 53,03,374

Page 4-28
Total
Non- Total
Motorized Vehicles
Flow
East - West
44 Manjari Village 20,893 222 21,115 34,881
45 Theur Kesanand Road 11,009 76 11,085 16,284
46 Uruli Ashtapur Road 2,982 19 3,001 4,751
47 Western Bypass Road 1,86,461 315 1,86,776 3,97,033
48 Mahatma Jyotiba Phule Bridge 43,197 854 44,051 83,378
49 Mahadji Shinde Road (Aundh) 55,070 548 55,618 1,13,421
Rajiv Gandhi Bridge (Aundh Ravet
50 1,13,336 326 1,13,662 2,72,333
Ropad)
51 Jai Ganesh Chowk 69,711 1,554 71,265 1,24,319
52 Old Sangavi Nera Petrol Pump 64,893 1,237 66,130 1,25,319
53 Harris Bridge (Old Mumbai Highway) 1,69,224 585 1,69,809 4,04,497
54 Yerwada Bridge 1 1,31,761 1,842 1,33,603 2,90,800
55 Yerwada Bridge 2 1,35,393 2,008 1,37,401 3,03,085
56 HH Aga Khan Bridge 1,05,119 1,866 1,06,985 2,06,762
57 Mundwa Bridge 99,898 935 1,00,833 2,09,029
Alandi Road (Near Tata
58 80,348 515 80,863 1,67,703
Communication Centre
59 Rajaram Bridge 1,32,907 1,137 1,34,044 2,27,870
Total 14,22,202 14,039 14,36,241 29,81,465
It is observed that highest passenger flow is observed at HK Firodia Bridge followed by Western
Bypass (River Bridge). On the other hand, the total number of vehicles are more at Western
Bypass than HK Firodia Bridge which represents movements of more passenger vehicles than
the later.
4.7 Analysis of Mid-block Volume Counts

Classified traffic volume counts are conducted at 15 mid-block locations for 16 hours. The
direction-wise, location-wise traffic details are presented in Table 4-29.
Table 4-29: Location wise Traffic on Mid-block Locations
Total
Vehicles PCUs
1 Pashan Road 71,083 63,053
2 Jaganath Shankarsheth Road 1,35,707 1,24,679
3 Spine Road 56,182 51,720
4 Lal Bahadur Shastri Road 86,623 81,195

Page 4-29
Total
Vehicles PCUs
5 Senapati Bapat Road 90,081 80,850
6 Balagangadhar Tilak Road 74,449 69,767
7 RB Kumthekar Road 23,973 24,532
8 Nashik Road 86,048 76,311
9 Dehu Alandi-Akurdi Chikhali Road 59,216 55,844
10 PCMC Link Road 5,807 4,648
11 Morwadi Road 31,678 28,968
12 Timber Market Road 1,06,169 1,08,056
13 Baner Road 79,353 71,035
14 Kondhwa Road 1,30,501 1,27,483
15 Aundh Ravet Road 53,042 47,024
Total 7,12,648 6,51,063
Among all locations traffic on Jaganath Shankarseth Road, Kondhwa Road and Timber market
road are carrying heavy traffic as compared to other locations.

Composition of traffic observed at mid-block locations are presented in Table 4-30. The share of
two wheeler’s is found to be very high on all the roads, followed by cars.
Table 4-30: Composition of Traffic at Mid-block Locations
Two Goods Other

No. Road/Location Car IPT Bus Cycle
Wheeler Vehicle Modes
1 Pashan Road 59% 32% 4% 2% 2% 1% 0%

Jaganath
2 67% 18% 10% 2% 2% 1% 0%
Shankarsheth Road
3 Spine Road 59% 24% 2% 2% 11% 3% 0%
Lal Bahadur Shastri
4 69% 14% 11% 2% 2% 2% 0%
Road
Senapati Bapat
5 63% 27% 7% 1% 2% 1% 0%
Road
Balagangadhar Tilak
6 73% 12% 11% 1% 1% 2% 0%
Road
7 RB Kumthekar Road 68% 7% 19% 2% 2% 3% 0%
8 Nashik Road 72% 11% 7% 4% 4% 2% 0%
Dehu Alandi-Akurdi
9 63% 17% 2% 2% 13% 2% 0%
Chikhali Road
10 PCMC Link Road 88% 1% 6% 0% 2% 3% 0%
11 Morwadi Road 65% 21% 8% 1% 4% 1% 0%
12 Timber Market Road 66% 9% 14% 2% 7% 2% 0%
13 Baner Road 55% 35% 5% 1% 3% 1% 0%
14 Kondhwa Road 68% 14% 13% 1% 4% 1% 0%

Page 4-30
Two Goods Other

No. Road/Location Car IPT Bus Cycle
Wheeler Vehicle Modes
15 Aundh Ravet Road 67% 20% 3% 1% 7% 1% 0%

Total 66.8% 17.4% 8.0% 1.6% 4.4% 1.5% 0.1%
The traffic compositon at mid-block locations is presented in Figure 4-8.
Figure 4-8: Average Traffic Composition at Mid-block Locations
4.7.3 Peak Hour Characteristics

Peak hour traffic share is observed to vary between 7.8% and 10.1%. Table 4-31 presents the
location wise peak hour traffic at mid-block locations.
Table 4-31: Peak Hour Traffic at Mid-block Locations
Peak Hour Peak Hour

No Road/Location Name Peak Hour
PCUs Share
1 Pashan Road 09.15-10.15 6,364 10.1%
2 Jaganath Shankarsheth Road 09.30-10.30 10,657 8.5%
3 Spine Road 18.15-19.15 4,242 8.2%
4 Lal Bahadur Shastri Road 18.00-19.00 6,534 8.0%
5 Senapati Bapat Road 09.15-10.15 7,068 8.7%
6 Balagangadhar Tilak Road 10.00-11.00 5,970 8.6%
7 RB Kumthekar Road 11.45-12.45 2,216 9.0%
8 Nashik Road 19.00-20.00 5,933 7.8%
9 Dehu Alandi-Akurdi Chikhali Road 18.00-19.00 4,481 8.0%
10 PCMC Link Road 11.30-12.30 370 8.0%
11 Morwadi Road 18.30-19.30 2,350 8.1%
12 Timber Market Road 11.15-12.15 8,611 8.0%
13 Baner Road 09.15-10.15 5,837 8.2%
14 Kondhwa Road 09.45-10.45 10,642 8.3%

Page 4-31
Peak Hour Peak Hour

No Road/Location Name Peak Hour
PCUs Share
15 Aundh Ravet Road 09.00-10.00 41,28. 8.8%
 The peak hour share on Pashan road is more as it is an institutional area
4.8 Turning Movement Counts at Intersections

Turning Volume Counts are carried out at 51 intersections for understanding the turning
movements at all major intersections. Peak hour traffic at all the intersections are presented in
Table 4-32. Among all 51 intersections, 16 hours PCU and morning/evening peak hour PCUs is
observed to be the highest at Pune University Junction followed by Dr. Kapote Chowk.
Table 4-32: Peak Hour Traffic at Major Intersections
Peak Hr Traffic (PCUs) Total
No Junction Name Type PCUs
Morning Evening
(in 16 hrs)
1 Station Chowk 4-Arm 5,730 5,627 72,945
2 Saswad Police Chowk 4-Arm 4,110 3,908 52,237
3 Uruli Kanchan 4-Arm 5,015 4,834 65,876
4 Chakan Chowk 4-Arm 1,915 1,829 24,537
5 Hinjewadi – Pirangut Road 4-Arm 3,658 3,904 48,483
6 Kharadi Bypass Junction 3-Arm 13,065 12,411 1,63,926
7 Viman Nagar Corner Junction 3-Arm 15,096 14,457 1,87,631
8 Netaji Chowk Junction 4-Arm 12,711 11,147 1,45,440
9 Visharantwadi 4-Arm 11,697 10,334 1,38,243
10 Pune University 5-Arm 22,655 21,835 2,52,009
11 Karve Chowk 3-Arm 10,974 10,444 1,33,587
12 Nalstop Chowk 3-Arm 12,390 11,082 1,48,273
13 Collectorate Junction 4-Arm 12,274 11,454 1,50,203
14 Dr.Kapote Chowk 4-Arm 18,486 16,357 2,33,720
15 Market Yard Junction 3-Arm 10,101 9,451 1,28,070
16 Sant Kabir Chowk 4-Arm 12,926 12,133 1,65,347
17 Khadi Machine Chowk 4-Arm 5,838 4,977 61,505
18 Mundwa Chowk 4-Arm 12,483 10,392 1,51,497
19 Koregoan Park East Avenue Junction 4-Arm 11,580 10,194 1,41,043
20 Nagakar Talim Chowk 4-Arm 8,337 8,055 1,04,157
21 Belbaug Chowk 4-Arm 5,979 6,486 84,971
22 Saras bagh Junction 3-Arm 13,646 12,366 1,59,490
23 Bopodi Junction 4-Arm 12,854 12,992 1,65,035
24 Khadki Police Chowk 4-Arm 10,818 9,966 1,29,626
25 RTO Junction 4-Arm 13,267 11,758 1,61,237

Page 4-32
Peak Hr Traffic (PCUs) Total

No Junction Name Type PCUs
Morning Evening
(in 16 hrs)
26 Juna Bazar Chowk 4-Arm 15,385 13,886 1,88,675
27 Shahbagh Baba Dargaha Chowk 4-Arm 11,089 10,089 1,26,416
28 Dhole Patil Chowk 4-Arm 12,529 11,872 1,55,667
29 Jhansi Lakshmi Bai Chowk 4-Arm 12,441 13,250 1,60,426
30 Khanduji Baba Chowk 3-Arm 11,409 11,067 1,49,494
31 Alka Chowk 4-Arm 7,840 7,864 1,00,463
32 Dhandekar Chowk 4-Arm 13,189 13,818 1,72,548
33 Rajaram Chowk 3-Arm 19,295 18,084 2,15,569
34 Shivaji Chowk 4-Arm 10,915 9,477 1,32,576
35 Bhumkar Chowk 3-Arm 8,545 8,420 99,048
36 Waked Chowk 4-Arm 12,250 11,810 1,45,250
37 Kaspate Chowk 3-Arm 12,293 12,513 1,44,070
38 Nashik Road Spine Road Junction 4-Arm 7,798 7,172 97,534
39 Nashik Road Dehu Alandi Road Junction 4-Arm 7,938 8,370 1,08,258
40 Chikhali 3-Arm 6,539 6,563 78,526
41 Talewadi Chowk 4-Arm 7,279 7,101 90,385
42 Chinchwad Station Chowk 4-Arm 10,750 11,749 1,51,469
43 Nigdi Flyover 4-Arm 11,090 11,505 1,46,962
44 Thermax Chowk 4-Arm 8,935 8,356 1,10,824
45 Mahathma Jyothiba Phule Chowk 4-Arm 7,942 7,200 94,553
46 Philips Road Nigdi Bhosari Road Junction 4-Arm 6,060 6,300 76,231
47 Spine Rd Akurdi Chikhali Road Junction 4-Arm 6,399 7,378 89,409
48 Aditya Birla Hospital Road 3-Arm 7,838 7,916 98,645
49 Sant Tukaram Bridge 3-Arm 7,748 7,645 87,490
50 Saikar Chowk 4-Arm 3,566 3,776 39,742
51 SKP Chowk 5-Arm 7,008 7,134 82,205
The peak hour turning volumes at some of the major junctions are presented graphically in
Figure 4-9

Page 4-33
Viman Nagar Road

Viman Nagar Road (A)
Samrat Ashok Road
1,137
Ahmednagar
3,546 22 Beed
Ahmednagar
Samrat Ashok
156 Pune Road (A)
Road [C]
123
Karadi Bypass Junction

4,288
1,285 .
Road
455
2,048
Ashok Road (C)
Samrat Ashok Road (B)

Ashok
1187 215 3,898 182
372
1,228 23 2,847
Samrat
Samrat
5,149
Beed Ahmednagar Pune
Samrat Ashok Road
Road (B)
Kharadi Bypass Junction Viman Nagar Corner

Shivaji Nagar Railway
Pune University Staion Road
Road
Ganeshkind Road
Vidyapeeth Road
Ganeshkind Road
Ganeshkind Road
Baner Road Pashan Road Shivaji Maharaj Road
Pune University Chowk Dr. Kapote Chowk

Jawaharlal Nehru Road
Old Mumbai Highway
Elphinston Road
Bhau Patil Road
Laxmi Road
Laxmi Road
Timber Market Road Old Mumbai Highway
Sant Kabir Chowk Bopodi Junction

Page 4-34
RTO Office RTO Junction

Sangam Bridge
Wellesly Road
Sangam Bridge
Old Mumbai
Highway
Juna Bazar
Veer Santaji Ghorpade
Road
RTO Junction Juna Bazar Junction
Lal Bahadur Sastri Road Sinhgad Road
Telco Road
Rajaram Bridge
Sinhgad Road
Sinhgad Road
Dandekhar Road Sinhgad Road
Mango Chowk Rajaram Chowk

Telco Chowk
Wakad Bhosari BRTS Road
Wakad Bhosari BRTS Road
Old Mumbai Highway
Old Mumbai Highway
Vishal Nagar Main Road

Chinchwad Station
Road
Kaspate Chowk Chinchwad Station Chowk
Figure 4-9: Peak Hour Turning Volume at Major Intersections

Page 4-35
4.9 Household Interview Survey

4.9.1 General
The objective of carrying out household survey is to obtain house-hold and travel characteristics
on a typical working day. Household survey helps in understanding the travel characteristics of
residents which would later help in identification of transportation improvement proposals and
policy formulation.
Household survey is carried out, using random sample technique comprising of 18,830
households spread over 272 traffic analysis zones to elicit the necessary socio-economic and
travel characteristics.
Study area is divided into Traffic Analysis Zones (TAZs) in order to have a spatially
disaggregated idea of origin and destination of trips. Comprehensive zoning system is adopted
so as to reveal not only travel pattern within study area but also pattern and interaction with
areas outside the study area. Household survey data is analyzed and presented under following
heads:
 Socio-economic characteristics
 Personal characteristics
 Travel characteristics
Table 4-33 shows the comparison between household survey results and census data. It has
been observed that the results from household survey are within comparable limits with the
Census 2011. Hence, the sample data collected through household survey forms representative
data of the respective wards/ zones.
Table 4-33: Comparison between Household Survey Result and 2011 Census Data
As per Household As per Census
Items Survey (2018) (2011)
PMC PCMC PMC PCMC
Average household size 3.95 3.82 4.2 4.0
Sex ratio 939 899 948 833
Employed person per HH 1.38 1.30 1.62 1.58
4.9.2 Household Socio-Economic Characteristics

The average household size in PMC and PCMC area in base year is 3.95 and 3.82 respectively.
The distribution of household size in PMC and PCMC area is presented in Table 4-34.
Table 4-34: Distribution of households by Size
Household Size PMC PCMC
1 2.90% 1.14%
2 14.93% 10.83%
3 23.37% 26.44%
4 33.19% 37.84%
5 15.81% 16.26%
6 6.67% 5.77%
7 1.91% 1.10%
Page 4-36
Household Size PMC PCMC
8 0.91% 0.51%
9 0.17% 0.08%
10 0.11% 0.03%
>10 0.02% 0.00%
Total 100% 100%
About 25% of households have 3 members and 35% of household have 4 members.
Household Income
The average household income in PMC and PCMC area is observed to be Rs. 29,106 and Rs.
24,064 respectively. The distribution of the household income for PMC and PCMC area is
Table 4-35: Distribution of households by Income
Income Range (Rs.) PMC PCMC
Less than 2,000 0.5% 0.2%
2,000 - 5,000 1.1% 0.3%
5,001 - 7,500 1.8% 0.8%
7,501-10,000 5.3% 6.0%
10,001-15,000 15.1% 23.2%
15,001-20,000 19.5% 23.9%
20,001-30,000 24.1% 21.6%
30,001-40,000 13.0% 12.8%
40,001-50,000 9.2% 6.3%
50,000 - 1 lakh 9.3% 4.6%
Greater than 1 lakh 1.3% 0.4%
Total 100% 100%
The distribution of households under various income groups shows that around 21% households
in PMC and 28% households in PCMC fall in the income range of Rs. 10,001 - Rs. 15,000
respectively. Around 24% households in PMC and 28% households in PCMC are in the income
range of Rs. 15,001 – Rs. 20,000 respectively. The share of households with income more than
50,000 in the PMC area are 1.4% and 0.6% in PCMC area.
Vehicle Ownership
The distribution of vehicle ownership PMC and PCMC area is given in Table 4-36.
Table 4-36: Distribution of Vehicle Ownership
Mode PMC PCMC

Cycle 2.8% 2.3%
Two Wheeler 57.7% 61.5%
Page 4-37
Mode PMC PCMC

Car 0.9% 1.0%
Two Wheeler & Cycle 6.6% 3.7%
Car & Two Wheeler 12.5% 12.8%
Car, Two Wheeler & Cycle 2.4% 1.8%
Others * 4.2% 3.4%
No Vehicle 12.9% 13.5%
Total 100.0% 100.0%
* Others includes auto rickshaw, tempos and other vehicle combination
It is observed that 2-wheelers share is high for both PMC (57.7%) and PCMC (61.5%) followed
by both car and two wheeler ownership which is 12.5% in PMC and 12.8% in PCMC.
Household Expenditure Pattern

The average household expenditure on travel comes around to Rs. 1,373 and Rs. 1,014 per
month for PMC and PCMC respectively. Average travel expenditure is about 4.71% and 4.21%
of the household income of PMC and PCMC respectively.
4.9.3 Personal Characteristics
Education Profile
Overall 93.8% of the total population is literate in PMC area and 94.2% of the total population is
literate in PCMC area. Distribution of education level of population in PMC and PCMC area is
Table 4-37: Distribution of Population by Education Level
Education Level PMC PCMC
Illiterate 6.3% 6.0%

Primary School(5th) 16.4% 19.6%
Secondary School (10th) 27.4% 29.0%
Higher Secondary (12th) 20.6% 19.3%
Technical Diploma 2.3% 4.3%
Graduation 21.4% 18.4%
Post- Graduation 5.5% 3.4%
Doctorate (PhD) 0.3% 0.2%
Total 100% 100%
About 21.4% of population in PMC are graduates whereas for PCMC 18.4% of the population are
graduates.
Employment Sector
The distribution of population by employment sector for PMC and PCMC area is presented in
Table 4-38. It can be observed that Service Sector (private) employment has the highest share
with around 36.2% of the total employment in PMC and 58.2% in the PCMC area.

Page 4-38
Table 4-38: Distribution of Population by Employment
Employment Sector PMC PCMC
Agro-based/Farming 1.5% 1.0%

Construction/ Mining 8.4% 10.7%
Manufacturing (Household) 2.6% 0.9%
Manufacturing (Others) 2.6% 2.3%
Service Sector (Govt) 5.5% 5.6%
Service Sector (Private) 36.2% 58.2%
Retail/ Whole Sale Trade 10.0% 6.3%
Transport/Communication/Utilities 7.9% 3.2%
Finance/Insurance/Real Estate 2.3% 1.2%
Educational 4.7% 1.9%
Informal Employment 14.0% 7.7%
Tourism 0.4% 0.7%
Information Technology / Information
4.0% 0.3%
Technology Enabled Service
Total 100.0% 100.0%
Work Force Participation Rate (WFPR)

The estimated work force participation rate (WFPR) in PMC and PCMC area from household
survey is 38.6% and 37.1% respectively.
4.9.4 Trip Characteristics
Per Capita Trip Rate (PCTR)

The overall Per Capita Trip Rate (PCTR) observed in PMC is 1.33 and 1.17 for PCMC
respectively while the vehicular PCTR (excluding walk and cycles) in PMC and PCMC area is
0.88 and 0.76.
Mode of Travel
The distribution of trips by various modes show that the share of two-wheeler trips is 35.0% both
in PMC and PCMC area. The mode–wise distribution of trips for PMC and PCMC area is shown
in Table 4-39.

Page 4-39
Table 4-39: Mode–Wise Distribution of Trips
Total Trips Motorised Trips

Mode of Travel
PMC PCMC Combined PMC PCMC
Walk 26.0% 23.1% 25.0% - -
Cycle 3.5% 0.9% 2.6% - -
Two Wheeler 35.0% 35.0% 35.0% 49.66% 46.06%
Car 12.5% 13.9% 13.0% 17.73% 18.33%
IPT 8.5% 7.1% 8.0% 12.06% 9.31%
Bus 11.0% 13.9% 12.0% 15.61% 18.29%
Train 0.3% 0.6% 0.4% 0.40% 0.79%
Company/ School Van 3.2% 5.5% 4.0% 4.54% 7.22%
Total 100.0% 100.0% 100.0% 100.0% 100.0%
The share of non–motorised trips (Cycle and Walk) is 29.5% in PMC and 24.0% in PCMC area.
Vehicular share of car is about 12.5% in PMC area and about 13.9% in PCMC area.
Purpose of Travel
Trip distribution by purpose of travel reveals that work/business trips accounts to 50.05% in PMC
and 54.18% in PCMC area. Education trips are around 37.67% in PMC and 41.55% in PCMC
area. The details of purpose-wise distribution of trips for PMC and PCMC area are given in the
Table 4-40.
Table 4-40: Distribution of Trips by Purpose
No. Purpose PMC PCMC
1 Work 50.05% 54.18%

2 Business 5.18% 1.67%
3 Education 37.67% 41.55%
4 Shopping 3.62% 0.31%
5 Social/Religious/Recreation 0.57% 0.02%
6 Health/Hospital 0.34% 0.04%
7 Tourism 0.23% 0.01%
8 Other purpose 2.35% 2.23%
Total 100% 100%
Trip Length
The average trip length for motorized trips is observed to be 7.13 km in PMC and 7.02 km in
PCMC area. The mode-wise trip length for PMC and PCMC area is given in Table 4-41.
Table 4-41: Mode-wise Trip Length (km) Details
Mode PMC PCMC
Walk 1.11 0.51

Page 4-40
Mode PMC PCMC
Cycle 2.37 2.64
Two Wheeler 7.13 7.18
Auto 6.7 6.5
Shared Auto 7.2 6.9
Car/ Jeep/ Van 12.87 6.17
Tempo/ others 7.83 5.56
PMPML Bus 7.57 8.14
Private Bus 9.62 6.65
State Bus 29.84 21.65
Govt/ Office Car 10.33 4.0
Taxi/ Ola/ Uber 11.85 7.64
Company/ School Bus 8.14 7.94
Company/ School Van 5.37 5.62

Local Train/ Train 40.85 14.70
4.10 Analysis of Parking

On-street parking surveys are carried out at 26 locations to understand the parking pattern and
demand. The Equivalent Car Space (ECS) units used for converting all categories into single unit
for various modes are presented in Table 4-42. Parking accumulation at these locations in ECS
units is presented in Table 4-43 and nature of parking at these locations is presented in Table
4-44. Among all the locations maximum parking accumulation is observed on Laxmi Road
(14,950 ECS), NC Kelkar Road (11,091 ECS) and Shivaji Road (10,979 ECS) as these roads are
in CBD area.
Table 4-42: Equivalent Car Space (ECS) units for various Modes of Vehicles
No. Vehicle Type ECS
1 Two Wheeler 0.20
2 Auto Rickshaw/ Share Auto 0.5
3 Car 1.00
4 Van/ Maxicab/ Big Car 1.50
5 LCV/Tata Magic 1.75
6 Multi Axle Vehicles 3.0
7 Trucks 2.5
8 Cycles 0.20
9 Cycle Rickshaw 0.80

Page 4-41
Table 4-43: Parking Accumulation at Various On-street Parking Locations

Parking Demand Total Parking
No. Location Accumulation
LHS RHS
(ECS)
1 Wagholi - Parner Pune Highway (L1) 1,162 1,323 2,485
2 Koregaon Bhima (L2) 849 - 849
3 Station Road – Talegaon (L3) 225 801 1,026
4 Talegaon Yashwant Nagar (L4) 508 959 1,467
5 Bazar Peth Road – Talegaon (L5) 1,078 1,064 2,142
6 Parandwadi Road – Somantane (L6) 1,024 839 1,863
7 Main Road (Opp Bus Terminal)- Saswad (L7) 698 - 698

Solapur Highway - Loni Kalbor (A)(Main Road)
8 232 156 388
(L8)
Solapur Highway - Loni Kalbor (B)(Service Road)
9 386 158 544
(L9)
Solapur Highway - Uruli Kanchan (A)(Main Road)
10 303 351 654
(L10)
Solapur Highway -Uruli Kanchan (B)(Service
11 227 248 476
Road) (L11)
Alandi Road (Dehu Phata to Sambhaji Chowk)
12 1,015 1,018 2,033
(L12)
Ghanta Mandir Road (Dehu Alandi Road
13 545 570 1,115
Junction to Tukaram Mandir) – Dehu (L13)
Along Dange Chowk Road from Shivaji Chowk –
14 1,215 1,386 2,601
Hinjewadi (L14)
Satara Road from Katraj Chowk to Hotel Kinara
15 1,481 1,713 3,194
(L15)
Westernly Bypass from Katraj Chowk to
16 2,051 1,523 3,574
Wondercity Bus stop (L16)
17 Kondhwa (L17) 2,912 1,579 4,491
18 MG Road (L18) 2,800 4,103 6,903
19 Bajirao Road (L19) 2,131 2,667 4,798
20 Shivaji Road (L20) 5,872 5,106 10,979
21 Laxmi Road (L21) 9,874 5,077 14,950
22 Station Road (L22) 1,341 1,298 2,640
23 NC Kelkar Road (L23) 5,475 5,615 11,091
24 Near Shagun Chowk (L24) 2,052 1,090 3,142

Pimpri Chinchwad Link Road,Near Chinchwad
25 1,407 - 1,407
Bus Stand (L25)
26 Near PCMC Office (L26) 1,113 947 2,060

Page 4-42
Table 4-44: Parking Characteristics based on Parking Duration at Various Locations
Quick Short Stay Medium Stay Long Stay Very Long

Parkers Parking Parking Parking Stay Parking
No ID
(upto 30 min) B/w 0.5 hr & 1 hr B/w 1 hr & 2 hr B/w 2 hr & 3 hr >3 hr
LHS RHS LHS RHS LHS RHS LHS RHS LHS RHS
1 L1 73% 71% 17% 19% 6% 7% 2% 2% 2% 2%
2 L2 69% - 18% - 8% - 3% - 2% -
3 L3 64% 66% 19% 16% 10% 10% 3% 4% 3% 4%
4 L4 65% 67% 18% 14% 9% 8% 4% 4% 4% 7%
5 L5 67% 62% 13% 15% 9% 10% 5% 5% 6% 8%
6 L6 63% 69% 17% 16% 13% 10% 3% 4% 4% 2%
7 L7 73% - 16% - 7% - 2% - 2% -
8 L8 87% 90% 9% 9% 4% 1% 0% 1% 1% 0%
9 L9 71% 76% 18% 7% 7% 9% 2% 3% 2% 5%
10 L10 78% 81% 12% 10% 5% 5% 3% 2% 1% 1%
11 L11 68% 73% 17% 16% 10% 7% 4% 3% 2% 1%
12 L12 74% 78% 15% 13% 8% 7% 3% 2% 1% 1%
13 L13 68% 82% 16% 11% 9% 4% 2% 1% 5% 2%
14 L14 63% 61% 16% 17% 11% 11% 4% 5% 6% 6%
15 L15 69% 63% 15% 19% 7% 10% 4% 3% 4% 4%
16 L16 67% 53% 16% 23% 11% 16% 3% 4% 3% 4%
17 L17 66% 65% 16% 17% 11% 10% 3% 4% 3% 5%
18 L18 53% 48% 16% 22% 12% 16% 6% 6% 13% 8%
19 L19 58% 50% 16% 16% 10% 13% 6% 8% 10% 13%
20 L20 60% 56% 16% 16% 10% 11% 5% 6% 9% 11%
21 L21 48% 41% 17% 27% 14% 17% 7% 5% 14% 10%
22 L22 63% 57% 16% 16% 9% 10% 3% 3% 9% 14%
23 L23 58% 56% 15% 16% 11% 11% 6% 6% 9% 11%
24 L24 60% 62% 17% 21% 12% 10% 5% 4% 6% 3%
25 L25 63% - 19% - 10% - 4% - 4% -
26 L26 54% 56% 19% 18% 16% 20% 6% 4% 5% 2%
 It is observed that at all locations vehicles were parked for mostly short durations (upto 30
min duration)
 It is also observed that considerable percentage of vehicles are parked for long duration
on CBD roads like Laxmi road, Bajirao Road, Shivaji Road, MG Road etc., mostly due to
the high commercial activities on these roads.

Page 4-43
4.11 Analysis of Pedestrian Counts

Pedestrian surveys are conducted at 41 locations which include both junctions and mid-blocks
and the data has been analysed accordingly. Pedestrians moving along and across the roads
during peak hour are presented in Table 4-45. The peak hour pedestrian volumes at major
locations are presented in Figure 4-10.
Table 4-45: Pedestrian Movement at Critical Locations
No. Location Section Along Across

Station Chowk To Urse Talegaon Road 886 417
Station Chowk, Station Chowk To Talegaon Dhadhade Road 758 256
1
Talegoan Station Chowk To Talegaon Chakan Road 652 310
Station Chowk To Talegaon Station Road 733 164
Chakan Chowk To Alandi - Vadgaon Road 1,275 96
Chakan Chowk, Chakan Chowk To Alandi - Vadgaon Road 1,039 497
2
Alandi Road Chakan Chowk To Alandi - Vadgaon Road 514 504
Chakan Chowk To Alandi - Vadgaon Road 1,193 249
Shivaji Chowk To Dange Chowk Road 1,168 756
Shivaji Chowk, Shivaji Chowk To Wakad Fly Over Road 1,400 704
3 Dange Chowk
Road Shivaji Chowk To Hinjewadi P-I Road 1,450 706
Shivaji Chowk To Hinjewadi P-Ii Road 1,249 641
Lal Bahadur
Sastri Road,
4 Junnedi Chowk To Ramanbaug 2,653 343
Near Rambaug
Colony Road
Balagangadhar
Tilak Road,
5 Tilak Chowk To Abhinav Chowk 898 535
Near SP
College
RB Kumthekar
6 Road, Phadtare Chitale Chowk To The Pheonix Library 932 214
Chowk
Station Road,
7 Near Zilla Babasaheb Ambedkar Chowk To Raviwar Peth 944 102
Parishad
Timber Market
Road, Shree
8 Seven Loves Chowk To AD Camp Chowk 398 258
Parshwanath
Jain Mandir
Kharadi Bypass Junction To Samrat Ashok Road 867 630
Samarat Ashok
Kharadi Bypass Junction To Ahmed Nagar-Pune
9 Road, Kharadi 365 190
Road
Bypass Junction
Kharadi Bypass Junction To Samrat Ashok Road 1,544 605
Viman Corner Junction To Samrat Ashok Road 436 510
Samarat Ashok
10 Road, Viman Viman Corner Junction To Viman Nagar Road 730 573
Corner Junction
Viman Corner Junction To Samrat Ashok Road 839 105
Nethaji Chowk Junction To Loop Road 308 100
Airport Road,
11 Nethaji Chowk Nethaji Chowk Junction To Airport Road 429 257
Junction
Nethaji Chowk Junction To Dr.Ambedkar Path 493 257

Page 4-44
Nethaji Chowk Junction To Airport Road 352 82

Visharant Wadi To Alandi Road 1,131 129
Alandi Road, Visharant Wadi To Dhanori Road 1,257 938
12
Visharant Wadi Visharant Wadi To Airport Road 1,380 516
Visharant Wadi To Alandi Road 1,067 327
Karve Chowk To D.P Road 726 291
Maharishi Karve
13 Road, Karve Karve Chowk To Karve Road 725 73
Chowk
Karve Chowk To Karve Road 909 431
Nalstop Chowk To Karve Paud Road 1,184 257
Maharishi Karve
14 Road, Nalstop Nalstop Chowk To Khilare Patil Road 1,021 329
chowk
Nalstop Chowk To Karve Road 641 364
Dr. Kapote Chowk To Ganeshkind Road 999 217
Satara Road, Dr. Kapote Chowk To Shivaji Maharaj Road 1,042 333
15 Dr. Kapote
Chowk Dr. Kapote Chowk To Ganeshkind Road 1,465 1,115
Dr. Kapote Chowk To Shivaji Nagar Station Road 1,732 257
Jawaharlal Market Yard Chowk To Jawaharlal Nehru Road 298 80
Nehru Road,
16 Market Yard Chowk To Market Yard Road Road 402 83
Market Yard
Chowk Market Yard Chowk To Jawaharlal Nehru Road 423 21
Sant Kabir Chowk To Laxmi Road 452 174
Jawaharlal
Nehru Road, Sant Kabir Chowk To Timber Market Road 648 235
17
Sant Kabir Sant Kabir Chowk To Laxmi Road 505 121
Chowk
Sant Kabir Chowk To Jawaharlal Nehru Road 598 320
Mundwa Chowk To Magarpatta Road 522 604
Magarpetta Mundwa Chowk To Manjari Road 1,035 186
18 Road, Mundwa
Chowk Mundwa Chowk To Magarpatta Road 642 409
Mundwa Chowk To Ghoapadi Road 815 174
Nagarkar Talim Chowk To Bajirao Road 1,562 329
Bajirao Road, Nagarkar Talim Chowk To Laxmi Road 1,514 510
19 Nagarkar Talim
Chowk Nagarkar Talim Chowk To Bajirao Road 1,625 631
Nagarkar Talim Chowk To Laxmi Road 1,279 700
Belbaug Chowk To Laxmi Road 1,262 1,187
Belbaug Chowk To Chatrapathi Shivaji Maharaj
Shivaji Road, Road 3,500 1,064
20
Belbaug Chowk Belbaug Chowk To Laxmi Road 1,538 1,356
Belbaug Chowk To Chatrapathi Shivaji Maharaj
Road 2,829 694
Bopadi Junction To Old Mumbai Highway 76 13
Old Mumbai Bopadi Junction To Elphiston Road 277 65
21 Highway,
Bopadi Junction Bopadi Junction To Old Mumbai Highway Road 1,029 339
Bopadi Junction To Bhau Patil Road 262 104
22 Old Mumbai Juna Bazzar Chowk To Mumbai Highway 676 65

Page 4-45

Highway, Juna Juna Bazzar Chowk To Mumbai Highway 876 157
Bazzar Chowk
Juna Bazzar Chowk To Veer Santaji Road 1,022 522
Juna Bazzar Chowk To Ambedkar Road 635 600
Shahdawal Baba Dargaha Chowk To Deccan
College Road 67 110
Deccan College
Shahdawal Baba Dargaha Chowk To
Road, 80 47
Sangamwadi Road
23 Shahdawal
Shahdawal Baba Dargaha Chowk To Deccan
Baba Dargaha 207 104
College Road
Chowk
Shahdawal Baba Dargaha Chowk To
Sangamwadi Road 42 168
Dole Patil Chowk To Mangaldas Road 883 501
Bund Garden Dole Patil Chowk To Pune Ahmadhnagar Highway 704 177
24 Road, Dole Patil
Chowk Dole Patil Chowk To Ramabai Ambedkar Road 577 152
Dole Patil Chowk To Bund Garden Road 1,219 719
Khanduji Baba Chowk To Sambaji Maharaj Bridge 477 156
JM Road,
25 Khanduji Baba Khanduji Baba Chowk To Karve Road 960 328
Chowk
Khanduji Baba Chowk To Jangili Maharaj Road 1,220 97
Alka Ckowk To Laxmi Road 415 143
JM Road, Alka Alka Ckowk To Lal Bhahathur Sastri Road 745 216
26
Talkies Ckowk Alka Ckowk To Sambhaji Maharaj Bridge 788 184
Alka Ckowk To Nc Kelkar Road 347 72
Dhandekar Chowk To Lal Bahadur Sastri Road 919 138
Sinhgad Road, Dhandekar Chowk To Sinhgad Road 573 417
27 Dhandekar
Chowk Dhandekar Chowk To Dhandekar Road 850 53
Dhandekar Chowk To Sinhgad Road 251 398
Rajaram Chowk To Sinhgad Road 276 152
Sinhgad Road,
28 Rajaram Chowk To Sinhgad Road 652 134
Rajaram Chowk
Rajaram Chowk To Rajaram Bridge Road 738 157
Senapati Bapat
29 Road, Near JW Vithal Chowk To JW Marriott 530 195
Marriot
Baner Road,
30 Dhanwantari Balewadi Stadium To Pune University 583 134
Hospital
Kondhwa Road,
31 Near Kondwa Kondhwa Chowk To Veera Tanaji Mansure Chowk 531 65
Chowk
PCMC Link
32 Road, Shagun Shagun Chowk To Karachi Chowk 1,194 383
Chowk
Philips Road Nigdi Bhosari Road Junction To
Landewadi Ghavhanevasthi Rd 1,218 68
Nigdi Bhosari
Road, Philips Philips Road Nigdi Bhosari Road Junction To
Boshari Telco Road 485 276
33 Road Nigdi
Bhosari Road Philips Road Nigdi Bhosari Road Junction To
Pimpiri Chinchwad Rd 681 61
Junction
Philips Road Nigdi Bhosari Road Junction To 468 291
Page 4-46

Nigidi Boshari Rd
Nashik Road Dehu Alandi Road Junction To
Indrayani Road 226 828
Nashik Road, Nashik Road Dehu Alandi Road Junction To Pune
Nashik Road Nashik Highway 1,136 121
34
Dehu Alandi Nashik Road Dehu Alandi Road Junction To Dehu
Road Junction Alandi Road 492 135
Nashik Road Dehu Alandi Road Junction To Pune
Nashik Highway 1,210 127
Waked Chowk To Wakad Road 154 112
Wakad Bhosari Waked Chowk To Wakad Chowk Road 528 41
35 Road, Waked
Chowk Waked Chowk To Wakad Road 365 459
Waked Chowk To Datta Mandir Road 678 73
Chinchwad Station Chowk To Telco Road 1,718 120
Old Mumbai Chinchwad Station Chowk To Old Mumbai
Highway 1,117 861
Road,
36 Chinchwad Station Chowk To Chinchwad Station
Chinchwad 1,220 339
Station Chowk Road
Chinchwad Station Chowk To Old Mumbai
Highway 1,280 1,139
Nigidi Flyover To Old Mumbai Pune Highway 1,108 683
Old Mumbai Nigidi Flyover To Tilak Rd 1,340 452
37 Road, Nigidi
Nigidi Flyover To Old Mumbai Pune Highway 2,142 537
Flyover
Nigidi Flyover To Mata Ramabai Bhimarao
Ambedkar Rd 2,258 492
Spine Rd Akurdi Chikhali Road Junction To
Bhoshari Road 701 701
Akurdi Chikhali Spine Rd Akurdi Chikhali Road Junction To
Road, Spine Rd Chikhali Akurdhi Rd 1,156 121
38
Akurdi Chikhali Spine Rd Akurdi Chikhali Road Junction To
Road Junction Kudalwadi Industrial Area Rd 1,425 1,425
Spine Rd Akurdi Chikhali Road Junction To
Chikhali Akurdi Rd 866 120
Nashik Road,
Near Alandi
39 Bhosari Bus Terminal To Alandi Chowk 2,166 1,208
Chowk- Below
Flyover
Dehu Alandi -
Akurdi Chikhali
40 Road, Opp Alandi To Dehu 1,460 577
Chikhali Bus
Stand
41 Morwadi Road Pimpri Court To K.S.B. Chowk 124 16
 Maximum number of pedestrian traffic during peak hour is observed at Belbaug chowk
which is around 13,000, this is because of Dagdusheth Halwai Ganapati Temple and
commercial areas on Shivaji Road
 On mid-block locations maximum number of pedestrian movement is observed on Lal
Bahadur Sastri Road near Rambaug colony road

Page 4-47
Shivaji Chowk, Hinjewadi Vishrantwadi Junction
Dr. Kapote Chowk Nagarkar Talim Chowk

Page 4-48
Belbaug Chowk Chinchwad Station Road
Lal Bahadur Sastri Road PCMC Link Road
Nigdi Flyover Spine Rd Akurdi Chikhali Road Junction
Figure 4-10: Peak Hour Pedestrian Volume at Critical Locations

Page 4-49
4.12 Analysis of Speed & Delay Survey

Journey speed is an important parameter to measure traffic flow and Level of Service of traffic.
Measurement of speed is essentially required to evaluate the road network system which would
provide vital inputs towards transport demand modelling process and will assist in economic
analysis for network improvement plans.
Speed and delay survey is carried out in peak and off peak hours by adopting Moving Car
Observer Method on all the major roads in study area covering all road configurations. Data
collected is analyzed to assess the speed characteristics along major roads. Speed and delay
analysis is presented in Table 4-46.
Table 4-46: Average Speeds on Major Road Networks
Average
No. Name of the Road Speed in
Peak Hour
1 Tilak Road 14.17
2 Akhluj - Phule Nagar Road/ Ambedkar Bridge 16.00
3 Kondhwa Road 15.58
4 East Street / Mumbai Pandarpur Road 17.00
5 BT Kawade Road 19.28
6 Magarpatta Road & Nagar Road 15.25
7 Shankar Seth Road 16.07
8 N.C. Kelkar Road 12.05
9 D P Road 15.00
10 Anant Kanhare Path 15.35
11 Jawaharlal Nehru Road 15.83
12 Laxmi Road 11.07
13 Sangam Bridge 13.20
14 J.M. Road 16.00
15 Sinhgad Road 16.81
16 Old Mumbai Highway 19.56
17 Bajirao Road 11.00
18 Dhole Patil Road 28.00
19 Airport Road 18.30
20 NDA Road 18.48
21 Sangamwadi 20.39
22 Dr. Ambedkar Road 15.75
23 Pashan Road 31.78
24 Shivaji Road 12.55
25 Bund Garden Road 14.02
26 Dhanori Road 21.15
27 Pune Solapur Road 17.47
28 Ghorpadi Road 14.94
29 Sinhgad Road 18.00
30 Annie Besant Road 19.63

Page 4-50
Average
No. Name of the Road Speed in
Peak Hour
31 Vanari Road 15.06
32 Koregaon Park Road 20.09
33 Congress House Road 12.00
34 Ghole Rd 11.68
35 Lal Bhadur Shastri Road 13.71
36 Dengale Road 16.00
37 Connaught Road 12.00
38 Wadgaon Shari Road 14.25
39 FC Road 14.25
40 Airport Road 17.33
41 Aundh Road 17.50
42 ITI Road 16.47
43 Loop Road 10.00
44 Khadki Bazar road 18.27
45 Aditya Birla Hospital Road 18.63
46 Hinjewadi Road 22.80
47 Aundh Ravet BRTS Road 36.00
48 Wakad Bhosari Road BRTS 20.40
49 Aundh Ravet BRTS Road 29.00
50 KBS Road 12.00
51 Talwade Road 23.29
52 Chikhali Road 20.30
53 Spine Road 49.81
54 Kaspate Wasti Road 17.12
55 Aundh-Ravet Road 34.80
56 Katraj -Dehu Road Bypass 60.00
57 Pimple Nilakh Baner Bridge Road 26.00
58 Mumbai - Pandharpur Road 34.10
59 Nehru Road 24.91
60 Aalandi Road 31.71
61 Pune -Nashik Highway 32.19
62 Dehu -Aalandi Road 32.80
63 Nigdi- Chikhali Road 22.67
Average journey speed varies from 10 kmph to 60 kmph. Roads in the core area of PMC and
PCMC are having the average journey speed of 12 kmph and 17 kmph respectively. Roads in
the other areas inside PMC and PCMC are having the average journey speed of 16.5 kmph and
29 kmph respectively. Roads in the rest of the study area are having average journey speed of
32 kmph. Maximum journey speed of 60 kmph is observed on bypass road. Speeds are relatively
high on bypass road since it has very few intersections and also due to its good road conditions.
Speeds are very less on roads like Laxmi Road, NC Kelkar Road, Shivaji Road, Bajirao Road,
Page 4-51
Jawaharlal Nehru Road as these roads are in CBD area with more intersections causing more
vehicular pedestrian conflicts. Also due to narrow roads, heavy vehicular flow, on-street parking,
encroachments etc.
4.13 Analysis of Road Network Inventory Survey

The existing road conditions can be identified by evaluating road network characteristics by
identifying parameters like lane configuration, road capacity, parking character, encroachment
etc. It also helps in identifying constraints which would affect the process of improvement / up-
gradation of existing and projected traffic. The study area for road inventory analysis consists of
PMC, PCMC, Hinjewadi, Pune Cantonment and Khadki Cantonment. The area-wise details of
road network inventory are presented in Table 4-47.
Table 4-47: Details of Road Network Inventory
No. Administrative Block Name Area (Sq. Km) Length (km)
1 PMC 253.65 1251

2 PCMC 178.09 899
3 Cantonment and Defence Areas 58.55 109
4 Hinjewadi 9.31 22
Total 499.6 2281
Road network is classified into highways, expressways, arterial, sub-arterial, collector and local
roads. About 2300 km of road network is covered as part of road inventory survey. The broad
details of the same are provided in Table 4-48.
Table 4-48: Details of Classification of Roads by Type
Study Area
No. Road Classification Length % of Road
in Km Length
1 Highways and Expressway 123 5.4%
1 2
2 Arterial and Sub Arterial Road 363 15.9%
3 Collector Roads 1301 57%
3
4 Local Roads 494 21.7%
Total Road Length 2281 100%
1
These are that roads which connect the city/town to state highway or a national highway
2
Major roads which run within the limits of the town connecting its important centres. They act as a link road
between Arterial and Local roads
3
Minor roads, which provide approach to the buildings, officers, shops, schools, colleges etc. There should be no
through traffic here and so the local roads are not linked with the arterial roads.

Page 4-52
4.13.1 Carriageway Width

Distribution of road length by carriageway is presented in Table 4-49
Table 4-49: Distribution of Road Length by Carriageway
Study Area
No. Lane Configuration Length % of Road
in Km Length
1 Single Lane 499 22%
2 Intermediate Lane 681 30%
3 Two Lane 577 25%
4 Three Lane 83 4%
5 Four Lane 314 14%
6 Six Lane and Above 128 6%
 Intermediate lane constitutes to around 30% of the total roads in the study area followed
by two lane road which is around 25%
 Percentage of single lane and intermediate lane roads are more in PMC compared to
PCMC
 The distribution of road length by type of carriageway is presented in Table 4-50.
Table 4-50: Distribution of Road Length by Type of Carriageway
Lane Length in % of Road

No.
Configuration Km Length
1 Divided 399 18%
2 Un-Divided 1882 82%
 Percentage of divided roads is 18%, 37% and 10% respectively in PMC, PCMC,
Hinjewadi and Cantonment areas
4.13.2 Encroachment on Roads

The percentage encroachment of roads on both sides with respect to the width along the road is
presented in Table 4-51 and Table 4-52 represents the type and length of encroachment.
Table 4-51: Distribution of Road Length by Encroachment on Roads
Length % of Road
No. Type
in Km Length
1 Encroached 630 28%
2 Free of Encroachment 1651 72%

Page 4-53
Table 4-52: Distribution of Road Length by Encroachment Type
Length % of Road
No. Encroachment Type
in Km Length
1 Shops 4 0.6%
2 On Street Parking 604 95.8%
3 Auto/Taxi Stand 4 0.7%
4 Utilities 0 0.1%
5 On Street Parking with Auto/Taxi Stand 5 0.8%
6 On Street Parking with Shops 12 1.9%
7 On Street Parking with Utilities 0 0.1%
8 On Street Parking with Shops and Auto Stand 1 0.2%
9 On Street Parking with Shops and Utilities 0 0.0%
10 Combination of Above 0 0.0%
Total Road Length ** 630 100%
Note: **Only the roads which are encroached are considered for this Analysis.
 About 96% of the encroachment is because of on-street parking

 Encroachment is observed to be more in Hinjewadi area as around 40% of the roads are
encroached by on-street parking in this area
 Encroachments in cantonment area is very minimal as compared to other parts of the
study area
4.13.3 Right of Way (ROW)

A right of way is the land reserved for road formation including utilities. For the inventory survey,
the spacing between building lines is considered as ROW, whereas for rural road is spacing
between tree lines is considered as ROW. The distribution of road length with respect to ROW
based on road inventory survey is presented in Table 4-53.
Table 4-53: Distribution of Road Length by Right of Way
Study Area
No. ROW (m) Length % of Road
in Km Length
1 <10 1119.9 49.1%
2 10--20 812.0 35.6%
3 20--30 246.3 10.8%
4 30--40 66.15 2.9%
5 40--60 34.2 1.5%
6 >60 2.3 0.1%
 About 49% of the roads in the study area have a RoW less than 10 metres followed by
35% of the roads with RoW of 10 - 20 metres.

Page 4-54
 Hinjewadi region and Cantonment areas does not have roads with RoW more than 40
metres
4.13.4 Type of Pavement

Distribution of road length by type of pavement surface is presented in Table 4-54.
Table 4-54: Distribution of Road Length by Type of Pavement
Study Area
No. Pavement Type Length in % of Road
Km Length
1 Bituminous 1828 80.2%
2 Cement Concrete 367 16.1%
3 Others (Water Bound Macadam and Paver Blocks) 86 3.7%
 About 80% of the roads in the study area are bituminous in nature
 Share of bituminous roads in cantonment area is around 95% and only 1.2% is of water
bound macadam and paver blocks
 About 18% of roads in Hinjewadi region is found to be WBM
4.13.5 Pavement Condition

Analysis of the pavement condition is expressed in terms of surface cracking, rutting,
undulation/bumps, potholes and patches etc. The distribution of road length by condition of
pavement is presented in Table 4-55.
Table 4-55: Distribution of Road Length by Pavement Condition
Study Area
No. Road type Length % of Road
in Km Length
1 Good 1328 58.2%
2 Fair 822 36.1%
3 Poor 132 5.7%
 Pavement condition survey reveals that about 58% of roads in the study area are in good
condition
 It is observed that 23% of the roads in the Hinjewadi area is poor which is considerably
high
4.13.6 Footpath Facility

The details on availability of footpath are presented in Table 4-56.

Page 4-55
Table 4-56: Distribution on Availability of Footpath
Study Area
Footpath
No. Length % of Road
Availability
in Km Length
1 Both Sides 423 23%
2 One Side 222 12%
3 Not Available 1192 65%
*Roads with ROW less than 7m are not considered for above analysis
 85% of the footpaths in Hinjewadi is less than 1.5 metres
 59% of the footpaths in Cantonment area is more than 1.5 metres
 Most of the roads in Cantonment area has footpaths on both sides, very few roads have
poor footpath connectivity
4.13.7 On-Street Parking

On-street parking reduces the effective carrying capacity of roads. Table 4-57 represents the
percentage of road length where on-street parking is observed.
Table 4-57: Distribution of Road Length by Occurrence of On Street Parking
Study Area
On-Street
No. Length % of Road
Parking
in Km Length
1 Present 622 27%
2 Not Present 1659 73%
4.13.8 Street Light Facilities

Inventory of availability of street light facility indicates that about 84% of the identified network
has streetlights along the roadsides and about 10% of roads have street lighting on the centre.
Only 4% of the network does not have any street lighting facility. The distribution of road length
by availability of street light is presented in Table 4-58.
Table 4-58: Distribution of Road Length by Availability of Street Light Facility
Study Area
No. Street Light Availability
Length in Km % of Road Length
1 Centre of Road 234 10%
2 Side of Road 1914 84%
3 Both Side and Centre of Road 34 1%
4 No Street Lights 100 4%
Page 4-56
4.13.9 Sign Boards

Inventory on availability and condition of sign boards shows that 44% of road length in the study
area do not have sign boards. Sign boards are essential for providing effective guidance to road
users. The distribution of road length by condition of signboards is presented in Table 4-59.
Table 4-59: Distribution of Road Length by Condition of Sign Boards
Study Area
No. Sign Board Condition Length in % of Road
Km Length
1 Good 139 6%
2 Fair 857 38%
3 Poor 271 12%
4 No Sign Boards 1015 44%
4.13.10 Road Markings

The distribution of road length by availability of road markings is presented in Table 4-60.
Table 4-60: Distribution of Road Length by Availability of Road Markings
No. Road Lane Marking Center Line Marking Pavement Edge

Markings Length % of Road Length % of Road Length % of Road
in Km Length in Km Length in Km Length
1 Good 21 3.9% 63 3.3% 111 4.8%
2 Fair 131 24.9% 262 13.9% 620 27.2%
3 Poor 89 17% 216 11.5% 357 15.7%
4 No Road 284 54.2% 1341 71.3% 1193 52.3%
markings
Total Road Length 525 100% 1882 100% 2281 100%
*Availability of road markings is presented based on applicability to particular lane configuration
It is observed that road markings are not available on most of the roads. And roads with road
markings are not in good condition, only around 3% to 5% of the roads have road markings in
good condition.
4.14 Terminal Survey Analysis

Passenger surveys is carried at 12 terminals in the study area (6 Railway Terminals, 6 Intercity
Bus Terminals) to assess the trip characteristics of passengers.
4.14.1 Rail Terminal

The daily railway passenger trips at various stations in the study area are presented in Table
4-61

Page 4-57
Table 4-61: Daily Railway Passenger Trips
Total Passenger
No. Location
Count
1 Chinchwad Station 20,256
2 Khadki Railway Station 6,586
3 Pimpri Railway Station 18,124
4 Pune Railway Station 2,01,389
5 Shivaji Nagar Railway Station 17,381
6 Talegaon Railway Station 21,992
 It is observed that about 2 lakh commuters use Pune Railway Station on a normal day,
which is highest in the region
 Whereas, only 6500 commuters use Khadki Railway Station which is also the least
Access and egress mode choice of passengers is presented in Table 4-62.
Table 4-62: Details of Access and Egress mode of Railway Passengers
Public
Two
No. Location NMT IPT Car Transport Others
Wheeler
(Bus, Train)
1 Chinchwad Station 23.0% 14.2% 40.7% 4.1% 17.7% 0.2%
Khadki Railway
2 23.8% 21.6% 27.6% 5.0% 20.6% 1.4%
Station
3 Pimpri Station 31.0% 4.8% 23.7% 8.0% 29.2% 3.3%
Pune Railway
4 8.8% 9.1% 15.3% 17.2% 48.8% 0.7%
Station
Shivaji Nagar
5 28.5% 4.7% 26.5% 3.0% 37.4% 0.0%
Railway Station
6 Talegaon 31.0% 10.7% 40.5% 1.5% 15.6% 0.7%
4.14.2 Intercity Bus Terminal

The daily passenger trips at various intercity bus terminals in the study area are presented in
Table 4-63.
Table 4-63: Daily Passenger Trips at Intercity Bus Terminals
Total Passenger
No. Location
Count
Pune Railway Station

1 13,200
MSRTC Bus Stand
Shivajinagar MSRTC Bus
2 47,925
Stand
3 Swargate MSRTC Bus Stand 56,250
4 Talegaon MSRTC Bus Stand 1,200
Vallabh Nagar MSRTC Bus
5 23,000
Stand
Sangamwadi Private Bus
6 4,850
Terminal

Page 4-58
Access and egress mode choice of bus terminal passengers is presented in Table 4-64.
Table 4-64: Details of Access and Egress mode of Intercity Bus Passengers
Public
Two
Wheeler
(Bus, Train)
Pune Railway Station
1 13.2% 4.7% 43.1% 0.0% 37.9% 1.1%
MSRTC Bus Stand
Shivajinagar MSRTC Bus
2 15.3% 6.5% 20.4% 5.4% 52.2% 0.1%
Stand
Swargate MSRTC Bus
3 8.3% 7.3% 22.9% 0.0% 61.2% 0.3%
Stand
Talegaon MSRTC Bus
4 26.2% 11.1% 18.8% 1.5% 42.5% 0.0%
Stand
Vallabh Nagar MSRTC
5 3.9% 15.4% 42.7% 6.9% 30.2% 0.9%
Bus Stand
Sangamwadi Private Bus
6 3.0% 18.5% 29.1% 22.1% 27.3% 0.0%
Stop
4.14.3 Intracity Bus Terminal

The daily passenger trips at various intercity bus terminals in the study area are presented in
Table 4-65
Table 4-65: Daily Passenger Trips at Intercity Bus Terminals
Passenger
Sl.No PMPML
Counts
1 Alandi 11,840
2 Mahathma Gandhi City Bus Stand 7,383
3 Shivaji Nagar City Bus Stand 22,675
4 Hadapsar City Bus Stand 94,964
5 Swargate City Bus Stand 86,555
6 Kothrud City Bus Stand 3,615
7 Market Yard Last Bus Stand 4,652
8 Ma Na Pa Bus Stand 43,158
9 Katraj Bus Stand 68,730
10 Deccan City Bus Stand 15,168
Pune Railway Station City Bus
11 96,950
Stand
12 Bhakti Shakti 8,138
13 Nigdi 59,250
14 Bhosari 57,120
Access and egress mode choice of bus terminal passengers is presented in Table 4-66
Table 4-66: Details of Access and Egress mode of Intracity Bus Passengers
Public
Two
Wheeler
(Bus, Train)
1 Alandi 27.5% 2.3% 19.8% 0.0% 50.0% 0.5%
Mahathma Gandhi City
2
Bus Stand 25.7% 1.4% 28.2% 0.3% 44.4% 0.0%
Page 4-59
Public
Two
Wheeler
(Bus, Train)
Shivaji Nagar City Bus
3
Stop 35.5% 1.8% 25.2% 0.0% 37.4% 0.0%
4 Hadapsar City Bus Stand 18.0% 2.9% 31.7% 0.2% 47.2% 0.0%
5 Swargate City Bus Stand 8.8% 1.4% 29.5% 0.1% 60.3% 0.0%
6 Kothrud City Bus Stand 55.1% 0.7% 6.4% 0.7% 37.2% 0.0%
Market Yard Last Bus
7
Stop 62.2% 1.2% 19.8% 0.0% 16.8% 0.0%
8 Ma Na Pa Bus Stand 47.1% 0.2% 40.0% 0.0% 12.7% 0.0%
9 Katraj Bus Stand 31.9% 2.9% 32.5% 0.1% 32.5% 0.0%
10 Deccan City Bus Stop 54.6% 1.8% 12.8% 0.0% 30.9% 0.0%
11 Pune Railway Station 14.2% 0.8% 17.2% 0.0% 67.2% 0.5%
12 Bhakti Shakti 22.9% 16.2% 38.0% 3.5% 19.0% 0.5%
13 Nigdi 9.9% 5.7% 31.1% 0.3% 52.8% 0.2%
14 Bhosari 42.7% 0.9% 13.4% 0.0% 42.9% 0.0%
4.15 Vehicle Operators’ Survey

Vehicle operators’ survey is conducted for Auto Rickshaw, Share Auto, Tata Magic and Taxi
(Ola/Uber). The drivers of vehicles are interviewed based on finalised format. The outcome of the
survey is presented below.
The details of the average age of vehicles in the study area are presented in Figure 4-11.
Figure 4-11: Age of Vehicles

The 16% of the share autos are having average age more than 10 years old. The operational
characteristics of various modes of vehicles are presented in Table 4-67.
Page 4-60
Table 4-67: Operational Characteristics of various Types of Vehicles
Auto- Maxi Cab Share Tata

Types of vehicle Taxi
rickshaw (3w) Auto Magic
Average Monthly 1184 2871 1986 1455 1535

Maintenance Cost (Rs.)
Average Gross Income 1071 2180 1145 1008 1250

per day (Rs.)
Average Occupancy per 3 3 5 5 6

trip
Average Distance 103 180 147 104 120

Travelled per day (kms)
Average Expenditur on 253 1082 359 309 385

Fuel per day (Rs.)
Average of No. of
operational hours per 11 12 10 11 11
day
Average No. of Trips per 12 11 10 11 11
day
Average No. of 1.4 1.1 1.7 1.6 1.3
Breakdown per Month
Average Age (in Years) 12.7 3.9 3.3 5.5 3.4
Following inferences can be drawn from the survey:
 Average distance travelled by Taxi is higher as compared to other IPT modes
 Number of breakdowns in Maxi cabs are more as compared to other IPT modes
 Average number of trips made by Auto-rickshaw is more than other IPT modes as their
trip length tends to be shorter.
 Average gross income of Taxi operators is more followed by Tata Magic and Maxi-cab
4.16 Intermediate Public Transport User’s Survey

Intermediate Public Trasnsport (IPT) user’s survey is conducted for passengers of various modes
such as Auto Rickshaw, Share Auto, Tata Magic and Taxi (Ola/Uber). The details of age group of
various IPT users are presented in Figure 4-12.

Page 4-61
Figure 4-12: Age-group of IPT Users

It can be observed that around 36% of IPT users are of 30-40 years of age.
The details of income levels of IPT users are presented in Figure 4-13.
Figure 4-13: Income levels of IPT users

It can be observed that around 32% of the IPT users are having monthly income of Rs. 10000 to
Rs. 15000, only 0.5% of users are having income more than RS. 30,000. The details of purpose
of trips made by various IPT users are presented in Figure 4-14.
Figure 4-14: Trip Purpose of IPT users

Page 4-62
About 27% of the trips made by IPT users are work based trips followed by 22% which are of
home based in nature. The details of access distance to IPT for various users are presented in
Figure 4-15.
The access distance for about 77% of IPT users is less than 0.5 kms and about 20% of IPT
users are having access distance of 0.5 to 1 km. Only 2.3% of users having IPT are having
access distance more than 1 kms.
Figure 4-15: Access Distance to IPT

The details of trip distance of various IPT users in the study area are presented in Figure 4-16.
Figure 4-16: Trip Distance of IPT users

About 29% of the trips made by IPT are having a distance more than 12 kms and 19% of the
trips are in range of 4 to 6 km. Only 2% of the trips are less than 2 kms in nature.The details of
travel cost in various modes of IPT is presented in Figure 4-17.

Page 4-63
Figure 4-17: Trip Cost by IPT

About 27% of the users pay in the range of Rs. 10 to 20 for trips by IPT followed by 25% of users
paying more than Rs. 100.
Various issues of IPT services are presented in Figure 4-18.
Figure 4-18: Issues with IPT Services

About 30% opinioned that bad behaviour is major concern and about 26% of the users have
opinion that the frequency of IPT services is a major concern. Also overcrowding and high fare
are the other major issues. Suggestions to improve the Public Transport are collected from IPT
users and the results of the same are presented in Figure 4-19.

Page 4-64
Figure 4-19: Suggestions to Improve the Public Transport (Bus)

About 62% of IPT users suggested that bus frequency has to be imporved and 26% of the users
suggested that seating capacity in the buses is less. Willingness of IPT users to shift to Public
Transport (City Bus) if frequency, coverage, condition of buses etc is improved is collected and
analysed. It is understood that all the users of IPT are willing to shift to public transport if the
suggested improvements are made.
4.17 Lighting Survey Analysis

Lighting survey is carried out on major roads in study area. The recommended levels of LUX
values for various road type and public places as per Bureau of Indian Standards (BIS) and
Urban Street Design Guidelines are presented in Table 4-68.
Table 4-68: Recommended levels of LUX values for Carriageway
Average Luminance
Road Type Road Characteristics level at the road
surface in LUX
A-1 Important Traffic routes Carrying fast traffic 30
Main roads carrying mixed traffic like city
A-2 main roads/streets, arterial roads, 15
throughways
Secondary roads with considerable traffic like
B-1 08
local traffic routes, shopping streets
B-2 Secondary Roads with light traffic 04
For pedestrian walkways the recommended LUX value is considered as 25 which is as per
Urban Street Design Guidelines. The Average LUX value calculated for each road and the road
wise information of whether recommended values of luminance is presented in Table 4-66.
Page 4-65
Table 4-69: Average Luminance levels on Carriageway in the Study Area

Standard
Length Lux value for Achieved/Not
No. Name Values for
(Kms) Carriageway Achieved
Carriageway
1 Bajirao Road 2.2 33 30 Achieved
2 Shivaji Road 4.2 30 30 Achieved
3 Pune Satara Road 5.9 14 30 Not Achieved
4 Balani Vaishwanth Path 0.5 22 30 Not Achieved
5 Jawaharla Nehru Marg 5.0 28 30 Not Achieved
6 Indrayani Randive Road 3.4 13 15 Not Achieved
7 Swami Vivekanand Marg 4.2 42 15 Achieved
8 Bibwewadi Kondhwa Road 3.0 30 15 Achieved
9 Jagannath Shankarseth Road 2.2 24 30 Not Achieved
10 East Street 1.26 27 15 Achieved
11 MG Road 1.41 28 15 Achieved
13 Kondhwa Road 6.08 33 30 Achieved
14 Solapur Road 7.8 25 30 Not Achieved
15 Saswad Road 4.8 16 30 Not Achieved
16 Moledina Road 2.1 39 30 Achieved
17 FC Road 1.9 50 30 Achieved
18 JM Road 1.6 28 30 Not Achieved
19 Congress Bhavan Road 1.3 32 30 Achieved
20 Lal Bahadur Shatri Marg 1.6 48 15 Achieved
21 Tilak Road 2.0 39 15 Achieved
22 Laxmi Road 2.7 56 15 Achieved
23 Ghole Road 0.8 23 15 Achieved
24 Ganeshkind Road 2.6 73 30 Achieved
25 University Road 3.5 32 30 Achieved
26 Senapati Bapat Road 2.4 41 30 Achieved
27 Karve Road 6.2 44 30 Achieved
28 Paud Road 4.2 25 30 Not Achieved
29 Baner Road 7.5 20 30 Not Achieved
30 Pashan -Sus Road 6.3 29 30 Not Achieved
31 Baner Pashan Link Road 2.1 29 15 Achieved
32 Raja Bahadur Mill Marg 2.4 56 30 Achieved
33 ITI Road 1.16 51 15 Achieved
34 Ramachandra Gayakwad Road 1.19 49 15 Achieved
35 Mahadji Shinde Marg 1.1 34 15 Achieved
36 Bund Garden Road 2.3 57 30 Achieved
37 Nagar Highway 12.05 36 30 Achieved
38 Mundhawa Road 6.9 33 30 Achieved
39 Koregaon Park Road 1.4 53 15 Achieved

Page 4-66
Standard
No. Name Values for
Carriageway
40 N-Main Road 5.29 44 30 Achieved
41 Mundhawa Road 2.7 57 15 Achieved
42 Sangamwadi Road 3.0 20 30 Not Achieved
45 Deccan College Road 2.74 33 15 Achieved
46 Veer Santaji Ghorpade Road 1.1 53 15 Achieved
47 Dhole Patil Road 0.63 45 15 Achieved
48 Mangaldas Road 0.8 38 15 Achieved
49 Sinhgad Road 5.0 35 30 Achieved
50 DP Road 2.9 30 15 Achieved
51 Dr.B.R.Ambedkar Road 1.2 16 8 Achieved
52 Bund Garden Road 1.4 53 15 Achieved
53 Sant Naneshawar Maharaj 2.88 39 30 Achieved
54 East Avenue Road 1.8 36 15 Achieved
55 New Airport Road 2.96 43 15 Achieved
56 Airport Road 2.3 41 15 Achieved
57 National Games Marg 4.1 25 15 Achieved
58 Pashan Bawdhan Road 4.7 27 30 Not Achieved
59 BT Kavde Road 2.5 30 30 Not Achieved
60 Hinjewadi Road 8.1 12 30 Not Achieved
61 Dange Chowk Road 2.2 40 15 Achieved
62 Nashik Road 11.9 9 30 Not Achieved
63 Dehu Alandi Road 4.7 28 30 Not Achieved
64 Dehu-Aalandi Road 1.4 16 30 Not Achieved
65 Bhosari Alandi Road 2.76 11 4 Achieved
66 Nigadi Bhosari Road 8.2 18 30 Not Achieved
67 Spine Road 7.1 14 30 Not Achieved
68 Ankush Borade Marg 1.4 13 30 Not Achieved
69 Jadhavwadi Road 2.5 10 8 Achieved
70 Talwade Road 3.27 22 15 Achieved
Mata Ramabai B.R Ambedkar
71 1.62 19 15 Achieved
Road
72 Chinchwad-Akurdi Road 2.1 24 15 Achieved
73 Link Road 1.6 24 15 Achieved
74 Kaspate Vasti Road 1.99 31 15 Achieved
75 Yashwantrao Chavan Road 3.1 21 15 Achieved
76 MIDC/Morwadi Road 2.4 40 15 Achieved
77 Kaspate Wasti Road 2.62 27 15 Achieved
78 Pimpri Chinchwad Link Road 2.50 26 15 Achieved
79 Aditya Birla Hospital Road 2.2 14 15 Not Achieved
80 Wakad Bhosari BRT 4.5 27 30 Not Achieved

Page 4-67
Standard
No. Name Values for
Carriageway
81 Aundh Rawet BRT Road 3.9 13 30 Not Achieved
82 Wakad Bhosri BRT Road 3.1 19 30 Not Achieved
83 Aditya Birla Hospital Road 1.8 31 15 Achieved
84 Aundh Rawet BRT Road 9.8 21 30 Not Achieved
85 Akurdi-Chikhali Road 3.5 14 15 Not Achieved
86 Pradhikaran Road 2.9 19 15 Achieved
87 Walhekarwadi Road 2.74 19 8 Achieved
88 Kalewadi Road 3.68 19 15 Achieved
89 Ganesh Path Road 1.57 29 8 Achieved
90 Sasane Nagar Road 1.46 39 15 Achieved
91 Sanjay Gandhi Road 0.99 50 15 Achieved
92 Connaught Road 0.66 27 15 Achieved
93 Law Collage Road 1.4 23 30 Not Achieved
94 Old Mumbai Highway 17.7 28 30 Not Achieved
95 Chikhali Road 1.5 43 15 Achieved
96 Golf Club Road 1.77 26 15 Achieved
97 Don Bosco Road 0.7 18 15 Achieved
98 Hadapsar Road 5.06 22 15 Achieved
99 NIBM Road 3.48 21 15 Achieved
100 Market Yard Road 1.3 66 15 Achieved
101 Tanaji Malusare Path 1.0 21 8 Achieved
102 Vanari Road 0.5 26 15 Achieved
103 Laxmi Nagar Road 0.40 42 15 Achieved
104 Raja Mantri Road 2.3 36 15 Achieved
105 Chhatrapati Sambhaji Road 2.4 17 15 Achieved
106 Lokmanya Tilak Marg 0.8 31 15 Achieved
107 Dehu-Aalandi Road 10.8 37 30 Achieved
108 Iravati Karve Marg 1.4 9 8 Achieved
109 Khushaba Jhangle Road 1.24 41 8 Achieved
110 Shankarrao Lahane Marg 1.18 22 8 Achieved
111 Vittal Rao Shivrkar Road 2.2 45 8 Achieved
112 NC Kelkar Road 1.83 38 15 Achieved
113 Vasudev Balwant Phadke Path 1.7 32 8 Achieved
114 R.B.Kumthekar Road 1.05 38 15 Achieved
115 Mirza Galib Road 1.18 22 8 Achieved
116 Kakasabeb Gadgil 0.7 15 8 Achieved
117 Bhandarkar Path 1.4 29 8 Achieved
118 Prabhat Path 1.4 18 8 Achieved
119 Nagras Road 1.1 29 8 Achieved
120 Seasons Road 1.2 45 15 Achieved
Page 4-68
Standard
No. Name Values for
Carriageway
121 Kaspate Wasti 1.59 25 15 Achieved
122 Hinjewadi Phase Road 1.77 27 15 Achieved
123 Kalewadi Main Road 2.28 17 8 Achieved
124 Alandi Main Road 2.25 9 4 Achieved
125 Apte Road 0.8 15 8 Achieved
126 K.K. Market Road 0.70 39 8 Achieved
127 Apte Road 0.2 0 8 Not Achieved
128 Chaturshrungi Road 2.64 38 8 Achieved
129 KB Joshi Path 0.88 59 15 Achieved
130 Shivaji Nagar Bus Stand Road 0.6 37 15 Achieved
131 Jayaprakash Narayan Road 0.6 32 15 Achieved
132 Zilla Parishad Road 0.3 52 15 Achieved
133 Modliar Road 1.10 18 8 Achieved
134 West Avenue Kalyani Nagar 0.9 60 8 Achieved
135 Central Avenue Road 1.5 38 8 Achieved
136 South Avenue Kalyani Nagar 0.8 56 8 Achieved
137 Viman Nagar 1.7 46 15 Achieved
138 Fountain Road 1.85 28 15 Achieved
Kharadi South Main Road
139 1.08 34 15 Achieved
(Kharadi Police Station)
140 Dr Jaykar Path 3.0 42 15 Achieved
Anant Kanhere Path (Khilare
141 1.7 30 8 Achieved
Patil Road)
142 Bhau Patil Road 1.6 39 8 Achieved
143 Dr. Ketkar Path 0.93 30 8 Achieved
144 Alandi Road 11.6 27 30 Not Achieved
145 Wada Road 0.77 1 15 Not Achieved
146 Pabal Road 0.78 2 15 Not Achieved
147 Shiv Darshan Road 2.1 22 8 Achieved
148 Balewadi Road 1.79 30 15 Achieved
149 Balewadi High Street 1.09 59 15 Achieved
150 Wakad Road 1.38 27 15 Achieved
151 Old Mundawa Road 2.85 28 15 Achieved
152 Ghorpadi Road 3.4 11 15 Not Achieved
153 Madhavrao Peshwa Marg 0.9 26 8 Achieved
154 Mulshi Road 19.70 5 30 Not Achieved
155 NDA Road 6.3 21 30 Not Achieved
156 Narvir Tanaji Malsure Road 4.48 26 15 Achieved
157 Dhayari Phata Road 1.7 8 15 Not Achieved
It is observed that the 35 roads measuring 177 kms are not properly illuminated

Page 4-69
Table 4-70: Average Luminance levels on Footpath in the Study Area

Standard
Lux value for Achieved/Not
No. Name Length Values for
Footpath Achieved
Carriageway
1 Bajirao Road 2.2 15 25 Not Achieved
2 Shivaji Road 4.2 15 25 Not Achieved
3 Pune Satara Road 5.9 22 25 Not Achieved
4 Balani Vaishwanth Path 0.5 39 25 Achieved
5 Jawaharla Neharu Marg 5.0 14 25 Not Achieved
6 Indrayani Randive Road 3.4 12 25 Not Achieved
7 Swami Vivekanand Marg 4.2 13 25 Not Achieved
8 Bibvewadi Kondhwa Road 3.0 11 25 Not Achieved
9 Jagannath Shankarseth Road 2.2 7 25 Not Achieved
10 Solapur Road 7.8 16 25 Not Achieved
11 Saswad Road 4.8 15 25 Not Achieved
12 Moledina Road 2.1 15 25 Not Achieved
13 FC Road 1.9 13 25 Not Achieved
14 JM road 1.6 12 25 Not Achieved
15 Congress Bhavan Road 1.3 7 25 Not Achieved
16 Lal Bahadur Shatri Marg 1.6 8 25 Not Achieved
17 Tilak Road 2.0 21 25 Not Achieved
18 Laxmi Road 2.7 21 25 Not Achieved
19 Ghole Road 0.8 22 25 Not Achieved
20 Ganeshkind Road 2.6 12 25 Not Achieved
21 University Road 3.5 18 25 Not Achieved
22 Senapati Bapat Road 2.4 9 25 Not Achieved
23 Karve Road 6.2 13 25 Not Achieved
24 Paud Road 4.2 16 25 Not Achieved
25 Baner Road 7.5 14 25 Not Achieved
26 Pashan -Sus Road 6.3 16 25 Not Achieved
27 Baner Pashan Link Road 2.1 6 25 Not Achieved
28 Raja Bahadur Mill Marg 2.4 16 25 Not Achieved
29 ITI Road 1.16 29 25 Achieved
30 Ramachandra Gayakwad Road 1.19 25 25 Achieved
31 Mahadji Shinde Marg 1.1 14 25 Not Achieved
32 Bund Garden Road 2.3 17 25 Not Achieved
33 Nagar Highway 12.05 28 25 Achieved
34 Mundhawa Road 6.9 16 25 Not Achieved
35 Koregaon Park Road 1.4 4 25 Not Achieved
36 N-Main Road 5.29 27 25 Achieved
37 Mundhawa Road 2.7 15 25 Not Achieved
38 Sangamwadi Road 3.0 10 25 Not Achieved

Page 4-70
Standard
Footpath Achieved
Carriageway
39 Deccan College Road 2.74 37 25 Achieved
40 Veer Santaji Ghorpade Road 1.1 17 25 Not Achieved
41 Dhole Patil Road 0.63 27 25 Achieved
42 Mangaldas Road 0.8 18 25 Not Achieved
43 Sinhgad Road 5.0 14 25 Not Achieved
44 DP Road 2.9 17 25 Not Achieved
45 Dr. B.R.Ambedkar Road 1.2 21 25 Not Achieved
46 Bund Garden road 1.4 14 25 Not Achieved
47 Sant Naneshawar Maharaj 2.88 38 25 Achieved
48 East Avenue Road 1.8 14 25 Not Achieved
49 New Airport Road 2.96 28 25 Achieved
50 Airport road 2.3 25 25 Not Achieved
51 National Games Marg 4.1 22 25 Not Achieved
52 Pashan Bawdhan Road 4.7 17 25 Not Achieved
53 BT Kavde Road 2.5 7 25 Not Achieved
54 Hinjewadi Road 8.1 1 25 Not Achieved
55 Dange Chowk Road 2.2 14 25 Not Achieved
56 Dehu Alandi Road 4.7 11 25 Not Achieved
57 Dehu-Alandi Road 1 1.4 6 25 Not Achieved
58 Spine Road 7.1 3 25 Not Achieved
59 Jadhavwadi Road 2.5 2 25 Not Achieved
60 Chinchwad-Akurdi Road 2.1 7 25 Not Achieved
61 Link Road 1.6 12 25 Not Achieved
62 Yashwantrao Chavan Road 3.1 5 25 Not Achieved
63 MIDC/Morwadi Road 2.4 6 25 Not Achieved
64 Wakad Bhosari BRT 4.5 5 25 Not Achieved
65 Aundh Rawet BRTS Road 3.9 7 25 Not Achieved
66 Wakad Bhosri BRTS Road 3.1 12 25 Not Achieved
67 Aditya Birla Hospital Road 1.8 22 25 Not Achieved
68 Aundh Rawet BRTS Road 9.8 10 25 Not Achieved
69 Pradhikaran Road 2.9 5 25 Not Achieved
70 Sanjay Gandhi Road 0.99 27 25 Achieved
71 Law College Road 1.4 16 25 Not Achieved
72 Old Mumbai Highway 17.7 13 25 Not Achieved
73 Chikhali Road 1.5 6 25 Not Achieved
74 Golf Club Road 1.77 26 25 Achieved
75 Don Bosco Road 0.7 4 25 Not Achieved
76 Market Yard Road 1.3 12 25 Not Achieved
77 Tanaji Malusare Path 1.0 10 25 Not Achieved

Page 4-71
Standard
Footpath Achieved
Carriageway
78 Vanari Road 0.5 5 25 Not Achieved
79 Raja Mantri Road 2.3 13 25 Not Achieved
80 Chhatrapati Sambhaji Road 2.4 21 25 Not Achieved
81 Lokmanya Tilak Marg 0.8 14 25 Not Achieved
82 Dehu-Aalandi Road 10.8 14 25 Not Achieved
83 Iravati Karve Marg 1.4 13 25 Not Achieved
84 Khushaba Jhangle Road 1.24 31 25 Achieved
85 Shankarrao Lahane Marg 1.18 28 25 Achieved
86 Vittal Rao Shivrkar Road 2.2 22 25 Not Achieved
87 Vasudev Balwant Phadke Path 1.7 10 25 Not Achieved
88 Kakasabeb Gadgil 0.7 22 25 Not Achieved
89 Bhandarkar Path 1.4 16 25 Not Achieved
90 Prabhat Path 1.4 10 25 Not Achieved
91 Nagras Road 1.1 8 25 Not Achieved
92 Seasons Road 1.2 17 25 Not Achieved
93 Hinjewadi Phase road 1.77 38 25 Achieved
94 Alandi Main Road 2.25 11 25 Not Achieved
97 KB Joshi Path 0.88 61 25 Achieved
98 Shivaji Nagar Bus Stand Road 0.6 14 25 Not Achieved
99 Jayaprakash Narayan Road 0.6 18 25 Not Achieved
100 Zill Parishad Road 0.3 7 25 Not Achieved
101 Modliar Road 1.10 28 25 Achieved
102 West Avenue Kalyani Nagar 0.9 18 25 Not Achieved
103 Central Avenue Road 1.5 25 25 Not Achieved
104 South Avenue Kalyani Nagar 0.8 15 25 Not Achieved
105 Viman Nagar 1.7 17 25 Not Achieved
106 Dr Jaykar Path 3.0 11 25 Not Achieved
Anant Kanhere Path
107 1.7 12 25 Not Achieved
(Khilare Patil Road)
108 Bhau Patil Road 1.6 5 25 Not Achieved
109 Alandi Road 11.6 31 25 Achieved
110 Talegaon Road 2.90 14 25 Not Achieved
111 Shiv Darshan Road 2.1 16 25 Not Achieved
112 Balewadi high street 1.09 46 25 Achieved
113 Ghorpadi Road 3.4 4 25 Not Achieved
114 Madhavrao peshwa marg 0.9 5 25 Not Achieved
115 NDA Road 6.3 38 25 Achieved

Page 4-72
Standard
Footpath Achieved
Carriageway
116 Dhayari Phata Road 1.7 16 25 Not Achieved
117 Babasaheb Ambedkar Road 0.43 63 25 Achieved
In the city, 96 roads measuring 274 kms in length are not properly illuminated
4.18 Pollution Survey Analysis

This survey is carried out at 6 locations in the study area. In this survey both ambient air quality
and ambient noise level data is collected at each location for 24 hours on a working day. In air
pollution survey data of particulate matters (PM10, PM2.5), SO2, NO2, O3, Lead, CO, Ammonia,
Benzene (a) Pyrene, Benzene, Arsenic and Nickel are collected. In noise pollution survey, data
related to intensity of noise levels are recorded at hourly intervals for 24 hours. The standards for
various air pollutants according to National Ambient Air Quality Standards (NAAQS) are
Table 4-71: National Ambient Air Quality Standards (NAAQS)
No. Pollutant Unit Prescribed Limit

3
1 Particulate matter size < 10µm- (PM10) µg/m 100
3
2 Particulate matter size < 2.5µm- (PM2.5) µg/m 60
3
3 Lead (Pb) µg/m 0.5
3
4 Sulphur Dioxide (as SO2) µg/m 80
3
5 Nitrogen Dioxide (as NO2) µg/m 80
3
6 Carbon Monoxide (as CO) mg/m 2
3
7 Ozone (as O3) µg/m 180
3
8 Ammonia (NH3) µg/m 400
3
9 Nickel (Ni) ng/m 20
3
10 Benzo(a)Pyrene (BaP) ng/m 1
3
11 Benzene µg/m 5
3
12 Arsenic (As) ng/m 6
The noise pollution standards during day and night for different types of land-use are presented
in Table 4-72.
Table 4-72: CPCB Standards as per Noise Pollution Rules - 2009
No. Land-use Type L Day (dB (A)) L Night (dB (A))
1 Industrial Area 75 70
2 Residential Area 65 55
3 Commercial Area 55 45
4 Silent Zone 50 40
The recorded air pollutants data at 6 survey locations are presented in Table 4-73.

Page 4-73
Comprehensive Mobility Plan for PMC and PCMC in PMR C1172502
Table 4-73: Results of Air Pollution Survey Results at Selected Locations
Particulate Particulate
Sulphur Nitrogen Carbon Benzo(a)
matter size matter size Lead Ozone Ammonia Nickel Arsenic
Dioxide Dioxide Monoxide Pyrene Benzene
No. Location < 10µm- < 2.5µm- (Pb) (as O3) (NH3) (Ni) 3
(As)
3
(as SO2) (as NO2) (as CO) 3 3 3
(BaP) (µg/m ) 3
(PM10) (PM2.5) (µg/m ) 3 3 3
(µg/m ) (µg/m ) (ng/m ) 3
(ng/m )
3 3
(µg/m ) (µg/m ) (mg/m ) (ng/m )
(µg/m ) (µg/m )
Pune Railway BDL (DL BDL BDL BDL (DL BDL

1 145.8 52.9 18.6 27.9 0.08 7.8 12.3
Station Area 0.0005) (0.5) (DL 0.5) 1.0) (DL 0.5)
Katraj Bus BDL BDL (DL BDL
2 160.2 54.8 0.004 14.8 27.2 0.7 6.2 11.4 3.03
Stand Area (DL 0.5) 1.0) (DL 0.5)
Hadapsar Bus BDL BDL (DL BDL
3 125.6 48.8 0.002 11.9 23.8 0.5 9.3 10.9 1.04
Stand Area (DL 0.5) 1.0) (DL 0.5)
Shivaji Chowk, BDL BDL (DL BDL
4 88.6 39.2 0.003 11.5 21.1 0.2 4.7 9.6 4.65
Hinjewadi (DL 0.5) 1.0) (DL 0.5)
Kasarwadi BDL BDL (DL BDL
5 95.4 43.2 0.007 9.8 19.6 0.1 9.8 12.2 1.56
Junction (DL 0.5) 1.0) (DL 0.5)
Wagholi, Nagar BDL BDL (DL BDL
6 105 55 0.001 9.3 18.5 0.2 9.2 10.3 2.66
Highway (DL 0.5) 1.0) (DL 0.5)
Traffic and Transportation

Characteristics Page 4-74
Concentrations of all the parameters are seen to be within the National Ambient Air Quality
Standards for Industrial, Residential Rural and Other Area except for Particulate Matter (PM10).
PM10 concentrations are found to be exceeding the NAAQS at four monitored locations.
Concentrations of Benzene (C6H6), Arsenic (As) and Benzo(a) Pyrene (BaP) are observed to be
Below Detection Limit (BDL) at all the 6 monitoring stations. Heavy metals, Nickel (Ni) and Lead
(Pb), are observed to be BDL at some of the locations. At the other locations these heavy metal
concentration have been detected. Presence of the heavy metal concentrations is most likely due
to presence/use of paint and other similar industries in the study area.
Based on the recorded hourly noise levels at each of the ten monitoring locations, the day
equivalent (Ld) and night equivalent (Ln) were calculated;
 Ld: Average noise levels between 6:00 hours to 22.00 hours
 Ln: Average noise levels between 22:00 hours to 6.00 hours
The recorded noise pollution values during day and night at various locations. The comparison of
day equivalent noise levels (Ld) and night equivalent noise levels (Ln) with the respective CPCB
stipulated noise standards for commercial land-use are presented in Table 4-74.
Table 4-74: Noise Pollution at Various Survey Locations
L day (Ld) L Night (Ln) CFCB Standards

No. Location
In dB (A) In dB (A) Ld Ln
1 Pune Railway Station Area 74.0 66.4
2 Katraj Bus Stand Area 71.8 66.8
3 Hadapsar Bus Stand Area 71.4 66.7
65 55
4 Shivaji Chowk, Hinjewadi 69.5 63.3
5 Kasarwadi Junction 64.3 62.6
6 Wagholi, Nagar Highway 71.7 66.7
The day equivalent and night equivalent at all the locations are crossing the prescribed CPCB
standards for the commercial area. These areas are busy commercial locations with lot of traffic
movements.
4.19 Off-street Parking Locations

Data on Off-street parking facilities in PMC and PCMC are collected and presented in Table
4-75.
Table 4-75: Details of Off-Street Parking Facilities in PMC
Parking Capacity
No. Parking Lot Name
Buses Car 2 Wheeler
1 Minarvha (Mahatma Phule Mandai) 0 200 1000
2 Aryan (Mahatma Phule Mandai) 0 200 1000
3 Narayan Peth (Hamalwada) 0 180 900
29 Buses
4 Moledina Hall 400 1350
74 Taxi
5 Pune Mahanagarpalika Bhavan 0 80 800

Page 4-75
Parking Capacity
Buses Car 2 Wheeler
Parking
6 Velankar Parking (Narayan Peth) 0 100 300
7 Vaikunth Shmashanbhumi 0 44 125
8 Bhau Maharaj Bol 0 0 80
9 Sangam Ghat 0 15 70
10 Dhanakwadi Truck Terminal 300 Trucks 0 0
11 Sambhaji Park Mechanical Parking 0 80 0
12 Alpna Cinema Ganeshpeth 0 0 1800
Swargate Chatrapati Shahu Maharaj
13 10 45 0
Bus Stand
14 Katraj – Rajiv Gandhi Zoo 8 78 0
15 PMPML Depot 10 47 0
16 Katraj Toll Booth 5 16 0

Page 4-76
Chapter-5
Service Level Benchmarks
Chapter 5 - Service Level Benchmarks

5.1 Introduction
Ministry of Urban Development (MoUD) has recommended guidelines for assessing the gaps in
the existing infrastructure facilities. The facilities are assessed based on service level
performance benchmarks. Ten areas are identified for assessing the Service level performance
and are presented below:
 Public Transport (PT) facilities
 Pedestrian infrastructure facilities
 Non-motorized Transport (NMT) facilities
 Level of usage of Intelligent Transport System (ITS) facilities
 Travel speed (motorized and mass transit) along major corridors
 Availability of parking places
 Road safety
 Pollution levels
 Integrated land use transport system
 Financial sustainability of public transport
Analysis of service level bench marks will help the city in terms of assessing the level of existing
transport infrastructure facilities and future areas of improvement.
5.2 Service Level Benchmarks

The service level performance of each of the facility for the study area is discussed in subsequent
sections. The study area considered for SLB is Pune urban area i.e. PMC, PCMC, Hinjawadi and
two cantonment areas.
5.2.1 Public Transport Facilities

Public transport facilities for the study area are assessed based on the following six different
indicators:
 Presence of organized public transport system
 Extent of supply availability of public transport
 Service coverage of public transport in the city
 Average waiting time for public transport users
 Level of comport in public transport
 % of fleet as per urban bus specification

Page 5-1
Presence of Organized Public Transport System in Urban Area (%)
A = Total number of buses operating in the city – 1406 LoS 1 Presence of Organized
Public Transport
B = Total number of buses operating under the ownership of
System
STU/SPV - 1292
Presence of public transport system in urban area (%) 1 >= 60
= (B/A)*100 2 40 - 60
= 91.89 %, Therefore, LoS 1 = 1 3 20 - 40
4 < 20
Extent of Supply Availability of Public Transport

The estimated population of Pune urban area for the year
2018 is 61,72,729. LoS2 Supply Availability of
Public Transport
A = Total number of buses/train coaches in Pune urban area
– 2126 1 >= 0.6
B = Total population of Pune urban area–61,72,729 2 0.4 – 0.6

Availability of public transport / 1000 Population 3 0.2 – 0.4
= A/ (B/1000) 4 < 0.2
=0.34, Therefore, LoS 2 = 3
Service Coverage of Public Transport in the City

The Pune urban area is about 491 sq.km. There is city based LoS 3 Service Coverage of
public transport system available in Pune urban area. Public Transport in the
City
A=Total length of road km of the corridors on which the PT
systems ply in study area= 719.5 km. 1 >= 1
B = Area of the urban limits (study area) = 491 (in sq. Km.) 2 0.7 - 1.0
Service coverage of public transport in the city = (A/B) 3 0.3 – 0.7
>1 Therefore, LoS 3 = 1 4 < 0.3
LoS 4 Average Waiting Time

Average Waiting Time for Public Transport Users for Public Transport
(minutes) Users (min)
The average waiting time for public transport users in Pune
urban area is more than 10 minutes 1 <=4
Therefore, LoS 4 = 4 2 4-6
3 6- 10
4 > 10

Page 5-2
Level of Comfort in Public Transport

The level of comfort in public transport in Pune urban area is LoS 5 Level of Comfort of
evaluated as 1.2 Public Transport in
the City
1 <=1.5
Therefore, LoS 5 = 1
2 1.5 – 2.0
3 2.0 – 2.5
4 >2.5
% of Fleet as per Urban Bus Specification LoS 6 % of Fleet as per

A -Total number of buses in the Pune urban area = 2479 Urban Bus
Specification
B - Calculate total number of buses as per urban bus
specifications = 1182 1 75 - 100
2 50 - 74
Therefore, LoS 6 = 3 3 25 - 49
4 <=25
Overall Level of Service of Public Transport Facilities

The reference table to compute the overall level of Public Transport facilities is given in Table 5-1
Table 5-1: Reference Table for Computing Overall Level of PT Facilities
The overall LoS of Public Transport Facilities is obtained by summing up the LoS of individual
parameters.
Calculated Level of Service of Public Transport facilities in Pune urban area = LoS 1+ LoS 2 +
LoS 3 + LoS 4 + LoS 5 + LoS 6 = 1 + 3 +1 + 4 +1 + 3 = 12. Therefore, overall LoS = 2
The city has public transport system which may need considerable improvements in
terms of supply of buses/coaches and coverage as many parts of the city are not
served by it. The frequency of services available may need improvements. The system
provided is comfortable.

Page 5-3
5.2.2 Pedestrian Infrastructure Facilities

Pedestrian infrastructure facilities for Pune urban area are assessed based on the following three
different indicators:
 Signalized intersection delay (%)
 Street lighting (LUX)
 % of city covered by footpaths
Signalized Intersection Delay (%)

Signalized
A = Total number of signalized intersections in the city = 306 LoS 1 Intersection Delay
B = No. of intersections having average waiting time of (%)
pedestrian more than 45 seconds = 166 1 < 25
Signalized intersections delay (%) = (B/A) = 54.25 % 2 25 – 50
Therefore, LoS 1 =3 3 50 - 75
4 >= 75
Street Lighting (%) LoS 2 Street Lighting (LUX)

The cumulative frequency crosses 50% mark at 6-8 range.
1 >= 8
Therefore, LoS 2 =2
2 6-8
3 4-6
4 <4
Percentage of City Covered (%) by Footpaths

% of City Covered by
LoS 3
Total length of road network in Pune urban area is 2281 km. Footpaths
A = Total length of road network in the city and multiplied by 2 1 >= 75
= 4562 km
2 50 - 75
B = Total length of the footpath having minimum width of 1.2 m
and available on both sides = 775 km 3 25 - 50
Percentage of the city covered by footpaths = (B/A)*100 = 4 < 25

(775/4562)*100 = 16.98%
Therefore, LoS 3 =4

Page 5-4
Overall Level of Service of Pedestrian Infrastructure Facilities

The reference table to compute the overall level of pedestrian facilities is given in Table 5-2
Table 5-2: Reference Table for Computing Overall Level of Pedestrian Infrastructure
Facilities
The overall LoS of pedestrian infrastructure facilities is obtained by summing up the LoS of
individual parameters.
Calculated Level of Service of pedestrian Infrastructure facilities city wide = LoS 1+ LoS 2 + LoS
3 = 3+2+4= 9, Therefore, overall LoS = 3
The City has pedestrian facilities which may need considerable improvements. The
pedestrian facilities at intersections, availability of footpath etc. needs improvements
as also many parts of the city are not served by it.
5.2.3 Non-motorized Transport (NMT) Facilities

Non-motorized Transport (NMT) facilities for Pune urban area are assessed based on the three
parameters given below:
 % of network covered
 Encroachment on NMT roads by vehicle parking (%)
 NMT parking facilities at interchanges (%)
% of Network Covered
LoS 1 % of Network Covered
A –Total length of road network = 2281 km.
1 >= 50
B – Total length of NMV network = 63.86
2 50 - 25
Percentage of city covered by NMV network = (B/A)x100=
(63.9/2281)x100 = 2.79 3 25 - 15
Therefore, LoS 1 = 4. 4 < 15

Page 5-5
Encroachment on NMT roads by Vehicle Parking Encroachment on

A - Total length of parking on the cycle track =2.88 km LoS 2 NMV roads by Vehicle
Parking (%)
B – Total length of NMV network = 63.9
1 <= 10
Percentage of on street parking on cycle track = (A/B)x100 =
(2.88/63.9)x100 = 4.5 2 10 - 20
Therefore, LoS 2 = 1. 3 20 - 30
4 >30
NMT Parking Facilities at Interchanges

NMT Parking
A - Total number of interchanges i.e. major bus stops, LoS 3 Facilities at
terminals and railway stations = 289 Interchanges (%)
B – Total number of interchanges having NMT parking 1 >= 75
facilities (with in 250m) = 18
2 50 - 75
NMT parking facilities at interchanges = (B/A)x100 =
3 25 - 50
( 18/289)x100 = 6.23
4 < 25
Hence, LoS 3 = 4.
Overall Level of Service for NMT Facilities

The reference table to compute the overall level of NMT Facilities is given in Table 5-3
Table 5-3: Reference Table for Computing Overall Level of NMT Facilities
Calculated Level of Service of NMT facilities city wide = LoS 1+ LoS 2 + LoS 3 = 4+1+4= 9,
Therefore, overall LoS = 3
The city has NMT facilities which may need considerable improvements as many parts
of the city are not served by it.

Page 5-6
5.2.4 Level of Usage of Intelligent Transport System (ITS) Facilities

Level of usage of ITS facilities for Pune urban area is assessed based on the five different
indicators given below:
 Availability of traffic surveillance (%)
 Passenger Information System (%)
 Global Positioning System (GPS)/ General Pocket Radio Service (GPRS) (%)
 Signal synchronization (%)
 Integrated ticketing system (%)
Availability of Traffic Surveillance (%)

A = Total no of bus stations on BRTS, major bus stops, Availability of Traffic
LoS 1
terminals, metro stations and signalized intersection having Surveillance (%)
CCTVs = 355 1 >= 75
B = Total no. of bus stations on BRTS, major bus stops, 2 50 - 75
terminals, metro stations and signalized intersections = 595
3 25 - 50
Availability of traffic surveillance (%) = (A/B)*100 = (355/595)
X100 = 59.67%. 4 < 25
Passenger Information System (%) Passenger

A = Total no. of bus stops, terminals, metro stations having LoS 2 Information System
Passenger Information System facility = 70 (PIS)
B = Total no. of major bus stops, terminals, metro stations = 1 >= 75

289 2 50 - 75
Passenger Information System= (70/289)*100 = 24.22%
3 25 - 50
4 < 25
Global Positioning System (GPS)/ General Pocket

Radio Service (GPRS) (%) Global Positioning
LoS 3
System / GPRS
A – Number of Public transport vehicles and IPT with
functional on board GPS/GPRS and connected to common 1 >= 75
control centre = 1105
2 50 – 75
B – Total number of Public transport vehicles and IPT =
103,321 3 25 – 50
Global positioning system /GPRS = (A/B)*100 = 1.07 4 < 25

Page 5-7
Signal Synchronization (%)

Signal Synchronization
In Pune urban area, around 306 signalised junctions exist. LoS 4
(%)
A = No of signals synchronized = 0 (in No.)
1 >= 75
B = Total number of signalized intersections = 306 (in No.)
2 50 - 75
Signal Synchronization (%) = (A/B)*100
3 25 - 50
= (0/306)*100, Therefore, LoS 4 = 4
4 < 25
Integrated Ticketing System (%) LoS 5 Integrated Ticketing

System (%)
A - Total number of modes and operators in the city which
have integrated ticketing system = 0 1 >= 75
B – Total number of modes and operators in the city = 4 2 50 - 75
Integrated Ticketing system = (A/B) x100 = (0/4) X100 = 0, 3 25 - 50
Therefore, LoS5 = 4. 4 < 25
Overall Level of Service for ITS Facilities
The reference table to compute the overall level of ITS Facilities is given in Table 5-4
Table 5-4: Reference Table for Computing Overall Level of ITS Facilities
Calculated Level of Service of ITS facilities city wide = LoS 1+ LoS 2 + LoS 3 + LoS 4 + LoS 5 =
2+4+4+4+4= 18, Therefore, overall LoS = 4
The city lacks adequate ITS facilities

Page 5-8
5.2.5 Travel Speed (Motorized and Mass Transit) along Major Corridors
 Travel speed along major corridors is assessed based on the following two different
indicators:
 Average travel speed of personal vehicles (kmph)
 Average travel speed of public transport (kmph)
Average Travel Speed of Personal Vehicles (kmph)

Average Travel
A = Delineate the key corridors of the road traffic (personal
LoS 1 Speed of Personal
vehicle) in the city
Vehicles (kmph)
B = Compute average speed on the key corridors 1 >=30
C= Level of service for personal vehicle along each corridor. 2 25 - 30
D = Weight of each corridor based on volume of personal 3 15 - 25
traffic
4 <15
Weightage of the nth corridor (W n) = Length for nth corridor /
Total length
Percentage
(personal
Based on the above formula, the weightages of all the LoS vehicles) of
corridors as share of total length have been calculated for LoS on
both the directions. Corridors
City-wide Level of Service for travel speed of motorized 1 (>=30 36%
vehicles = (W 1*LoS corridor1) + (W 2 * LoS corridor 2) + (W 3 * kmph)
LoS Corridor 3) +….(W n* LoS corridor n) = 2.24 = 3 (Rounded 2 (25 – 30 14%
off to the next whole number). kmph)
Therefore, LoS 1 = 3 3 (15 -25 39%
kmph)
4 (<15 kmph) 11%
Average Travel Speed of Public Transport Vehicles

(kmph) Average Travel
The average travel speed of public transport vehicles (kmph) Speed of Public
LoS 2
is found to be in between 15-20 Transport Vehicles
(kmph)
1 >=20
2 15 – 20
3 10 – 15
4 <10

Page 5-9
Overall Level of Service of Travel Speed along Major Corridors

The reference table to compute the overall level of travel speed is given in Table 5-5
Table 5-5: Reference Table for Computing Overall Level of Travel Speed
Calculated Level of Service of travel speed facilities city wide = LoS 1+ LoS 2 =3+2 =5
As the calculated LoS is 5, the overall LoS can be rated as 3
Significant approach delays causing travel speed of 1/3 the free flow speed or lower.
Such conditions causing a combination of one or more reasons such as high signal
density, extensive queuing at critical intersections and inappropriate signal timing
5.2.6 Availability of Parking Spaces

Availability of parking spaces is assessed based on the two different indicators given below:
 Availability of on-street paid public parking spaces (%)
 Ratio of maximum and minimum parking fee in the city
Availability of On-Street Paid Public Parking Spaces (%) Availability of On-

In Pune urban area, most of the paid parking facilities fall under LoS 1 Street Public
the category of off-street parking facility. Paid on-street parking Parking Spaces (%)
is available at few locations only for around 3 kms. Most of the
1 >= 75
on-street parking is either free parking or unauthorised parking.
Total available on-street parking spaces in ECS allotted for all 2 50 – 75
vehicles are 17250 ECS. Therefore, availability of on-street
3 25 – 50
public parking space can be considered as <25 %. Therefore,
LoS 1= 4 4 < 25

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Ratio of Maximum and Minimum Parking Fee in the City

Ratio of Maximum
The minimum parking fee per ECS is Rs.20 and maximum is
and Minimum
Rs.50, LoS 2
Parking Fee in the
The ratio of maximum and minimum parking fee is 2.5 for Pune City
urban area. Therefore, LoS 2 = 2
1 >4
2 2–4
3 1–2
4 1
Overall Level of Service for Availability of Parking Spaces

The reference table to compute the overall level of parking spaces is given in Table 5-6
Table 5-6: Reference Table for Computing Overall Level of Parking Space
The calculated Level of Service of parking facilities in Pune urban area= LoS 1+ LoS 2 = 4+ 2 = 6
Paid Parking space need to be improved upon and to cater to the demand some
differential parking rates for the CBD have been adopted. The city authorities need to
imitative considerable improvements measures.
5.2.7 Road Safety

Fatality rate Per
Road safety for Pune urban area is assessed based on the two LoS 1
Lakh of Population
indicators given below:
 Fatality rate per lakh population 1 <=2 persons
 Fatality rate for pedestrian and NMT (%) 2 2 – 4 persons
Fatality Rate per Lakh of Population (%)

3 4 – 6 persons
Accident data for the Pune urban area was collected from traffic
police, calculation was done only based on 2017 data and the 4 >6 persons
corresponding year population.

Page 5-11
A = Total number of fatalities recorded in road accidents within city limits in the given calendar
year = 373
B = Population of the Pune urban area in 2017 year –
6,009,094(estimated)
Fatality rate per 1, 00,000 Population (ratio) = (A * 100000)/B

= 6.20
More than 6 persons, Therefore, LoS 1 = 4
Fatality Rate Per
Fatality Rate for Pedestrian and NMT LoS 2 Lakh of
Population
A = Total number of fatalities recorded of persons who were
pedestrians /cyclists in road accidents for the year 2017 = 84 1 <=20
B = Total number of fatalities recorded in road accidents within city 2 20 - 40

limits in the given year = 373
3 40 - 60
Fatality rate for pedestrian and NMT = (A/B)*100 4 >60
= (84/373)*100
= 22.52
Table 5-7: Reference Table for Computing Overall Level of Road Safety City-wide
The overall Level of Service of road safety in Pune urban area = LoS 1+ LoS 2 = 4+ 2= 6
Need considerable improvements in Road design and available road infrastructure,

traffic management and in other such reasons which significantly contribute to road
safety.
5.2.8 Pollution Levels

Pollution levels indicates the level of air pollutants in the city i.e., average level of pollution in
urban areas. The indicator to calculate the pollution level is Annual Mean Concentration Range.
The pollution data that needs to be collected includes:
 Sulphur Dioxide (SO2)

Page 5-12
 Oxides of Nitrogen
 Suspended Particle matter (SPM)
 RSPM (Size less than 10 microns)
The level of service for the pollutants is divided into four categories i.e., low, moderate, high and
critical. The level of service for each of the above parameters is determined using the Table 5-8
as recommended by MoUD.
Table 5-8 : Reference Table for Computing Pollution Levels
Oxides of RSPM
LoS SO2 SPM
Nitrogen (<10 microns)
1 ( Low) 0-40 0-40 0-180 0-40
2 ( Moderate) 40-80 40-80 180-360 40-80
3 ( High ) 80-120 80-120 360-540 80-120
4 ( Critical) >120 >120 >540 >120
*Source: MoUD
For Pune urban area, as per the pollution data from the secondary information collected, the
average value of Sulphur dioxide, Oxides of Nitrogen, SPM and RSPM are 27.74, 62.61, 336.5
and 110.16 respectively.
Table 5-9: Details of Pollutant Levels in Pune urban area
No. Air Pollutant Average Present Level of Service
1 Sulphur Dioxide (SO2) 27.74 1
2 Oxides of Nitrogen 62.61 2
3 Suspended Particle
336.50 2
matter (SPM)
4 RSPM (<10 microns) 110.16 3
Table 5-10: Reference Table for Computing Overall Level of Service for Pollution
The calculated Level of Service for pollution levels in Pune urban area= LoS 1+ LoS 2 + LoS 3 +
LoS 4 = 1+2+2+3 = 8, Therefore, overall LoS = 2

Page 5-13
Need some improvements in emission standards, checking pollution etc.
5.2.9 Integrated Land Use Transport System

The level of service for the integrated land use transport system for Pune urban area is assessed
based on the following parameters:
 Financial population density – Gross (Persons/developed area in hectare)
 Mixed land use on major transit corridors / network (% area under non-residential use)
 Intensity of development citywide (FSI)
 Intensity of development along transit corridor (FSI transit corridor/FSI)
 Clear pattern and completeness of the network
 % of area under roads
 % network having exclusive ROW for transit network
Population Density – Gross (Persons/Developed area in Population density

hectare) LoS 1
- Gross
A = Developed area (in Hectare) computed from the satellite 1 >= 175
imagery = 33,866
2 150 – 175
B = Population of the year 2017 = 6,172,729
3 125 – 150
Population density = B/A= 182.26
4 < 125
Mixed Land Use

Mixed Land Use Zoning (Proportion of Non-residential LoS 2
Zoning
area)
1 >= 30
A - Non- residential area along the transit corridor =6441 hectares
2 15 - 30
B – Total area along the transit corridor = 15305 hectares
3 5 – 15
% of non-residential area to Total area along the transit
corridor = (A/B)*100 = (6441/15305)*100 = 42% 4 <5
Intensity of Development Citywide – FSI Intensity of

LoS 3 Development
Normally, FSI varies due to plot size, ground coverage and road Citywide FSI
width. FSI ranges from 1.5 to 2.0.
1 >= 2
2 1.5 – 2.0
3 1.0 – 1.5
4 <1

Page 5-14
Intensity of Development Citywide along Transit Corridor -

FSI Intensity of
Development
A = Floor Space Index (applicable to most part of the city) as per LoS 4
along Transit
master plan/ DP.
Corridor
The city wide FSI considered as 1.5-2.0.
1 >= 2
B = FSI along transit corridor considered as =2.5-40
2 1.5 – 2.0
Intensity of development along transit corridor = B/A= 1.5-2.0, 3 1.0 – 1.5
4 <1
Clear pattern and

Clear pattern and completeness of Network LoS 5
completeness of Network
The entire network in Pune urban area is somewhat 1 Clear pattern (ring radial or grid
clear pattern (ring radial or grid iron) but somewhat iron)and complete network
in complete network
2 Somewhat clear pattern (ring
Hence, LoS 5 = 2 radial or grid iron) but somewhat
in complete network
3 Somewhat un clear pattern and

in complete network
4 No clear pattern incomplete /

sparse network
% of Area
% of Area under Roads (%) LoS 6
under Roads
A - Overall developed area = 338 sq.km
1 >=15
B - Overall area under road network = 31.15
2 12 – 15
Percentage of Area under road network = 9.18
3 10 – 12
.Therefore, LoS 6 = 4
4 < 10
% Network with exclusive ROW for Transit (For >1 million

as per 2011 census) % network having
LoS 7 exclusive ROW for
A = total Length of roads (Arterial and sub arterial) having ROW Transit Network
9m = 1170.06
1 >=30
B = Total length of road having exclusive
BRT/Metro/LRT/Monorail = 44.5 km 2 20-30
% network with exclusive ROW for transit = B/A*100 = 3 10-20

44.5/1170.6 = 3.80, Therefore, LoS 7 = 4
4 < 10

Page 5-15
Overall Level of Service of Integrated Land use System

The reference table to compute the overall level of integration of land use and transport system is
given in Table 5-11
Table 5-11: Reference Table for Computing Overall Level of Service for Integrated
Land use Transport System
For a population >=1 million, overall Level of Service of Integrated Land use system= LoS 1+ LoS
2 +LoS 3 + LoS 4 + LoS 5 + LoS 6 + LoS 7= 1+1 +1 +2 +2 +4 + 4 =15
Therefore, overall LoS = 2.
City structure is somewhat in coherence with the public transport system
5.2.10 Financial Sustainability of Public Transport

The level of service of financial sustainability of Public transport by bus is assessed based on the
following parameters
 Extent of Non-fare revenue
 Staff/bus ratio
 Operating ratio
Extent of Non-fare revenue Extent of Non fare

LoS 1
A – Revenue collections per annum from non-fare revenue revenue
sources = Rs. 964,331,074 /- 1 >40
B – Total revenue per annum = Rs. 7,209,305,580 /- 2 40-20
Extent of Non-fare revenue = (A/B) X100= 13.37
3 20-10
4 <= 10

Page 5-16
Staff bus ratio

LoS 2 Staff / bus ratio
A – Total staff of the bus operation and maintenance =9292
1 <=5.5
B – Total number of buses in the city = 2365
2 5.5-8.0
Staff per bus ratio = (A/B) = (9292/2365) = 3.92
Therefore, LoS 2 =1 3 8.0-10
4 > 10
Operating Ratio
LoS 3 Operating ratio
A – Cost of operations per bus = Rs. 13280 /-
1 <0.7
B – Earnings per bus = Rs. 8409/-
2 0.7 -1.0
Operating ratio = (A/B) = (13280/8409) = 1.58
3 1.0-1.5
Therefore, LoS 3 =4
4 >=1.5
The reference table to compute the overall level of integration of
land use and transport system is given in the Table 5-12.
Table 5-12: Reference Table for Computing Overall Level of Service for Financial
sustainability of public transport system
The calculated Level of Service for Financial sustainability of public transport system= LoS 1+
LoS 2 + LoS 3 = 3+1+4 = 8
The public transport of a city is financial sustainable but needs

considerable improvements

Page 5-17
5.3 Summary of Benchmarks

The Summary of Service Level Benchmarks for the Study area is given in Table 5-13.
Table 5-13: Summary of Benchmarks
LOS for
No Benchmark Pune Inference as per MoUD Guidelines
Urban area
The city has public transport system which may
need considerable improvements in terms of
supply of buses/coaches and coverage as many
1 Public Transport Facilities 12 parts of the city are not served by it. The frequency
of services available may need improvements. The
system provided is comfortable.
The City has pedestrian facilities which may need

considerable improvements. The pedestrian
Pedestrian Infrastructure
2 9 facilities at intersections, availability of footpath etc.
facilities
needs improvements as also many parts of the city
are not served by it.
The city has NMT facilities which may need
Non-Motorised Transport
3 9 considerable improvements as many parts of the
Facilities
city are not served by it
Level of usage of
The city lacks adequate ITS facilities.
4 Intelligent Transport 18
System(ITS) Facilities
Significant approach delays causing travel speed of
1/3 the free flow speed or lower. Such conditions
Travel speed (Motorized
5 5 causing a combination of one or more reasons
and Mass transit)
such as high signal density, extensive queuing at
critical intersections and inappropriate signal timing
Paid Parking space need to be improved upon and
to cater to the demand some differential parking
Availability of Parking
6 6 rates for the CBD have been adopted. The city
Spaces
authorities need to initiate considerable
improvements measures.
Need considerable improvements in Road design
and available road infrastructure, traffic
7 Road Safety 6
management and in other such reasons which
significantly contribute to road safety.
Need some improvements in emission standards,
8 Pollution Levels 8
checking pollution etc.
Integrated Land use City structure is somewhat in coherence with the
9 14
Transport System public transport system
Sustainability of Public The public transport of a city is financial
10 8
Transport sustainable but needs considerable improvements.

Page 5-18
Chapter-6
Vision, Goals and Strategies
Chapter 6 - Vision, Goals and Strategies

6.1 Background
The vision outlined in various policies and plans at state and local level for urban transport is
summarized below.
The vision as per the Maharashtra State Urban Transport Policy Draft (April,
2017)
Maharashtra will have people friendly cities with integrated land-use and transport
systems that provide safe, reliable and convenient access for people of all ages,
income, gender and liabilities and enable the movement of people and goods at the
least environmental, social and economic cost.
Vision statement of Development Plan for Pune city for 2007-2027
“An economically vibrant and sustainable city with diverse opportunities and rich
culture; where all citizens enjoy a safe and liveable environment with good
connectivity”
Revised City Development Plan for Pune-2041(2012)
“To provide a safe, efficient and cost effective multimodal transportation system that
is accessible to all residents and visitors, protects environment, promotes economic
development and is compatible with and supportive of the city’s future land
use plan”
Comprehensive Mobility Plan (2008) for Pune Municipal Corporation
“Moving people safely and economically by emphasizing public transport and non-
motorized transport”
Vision as outlined in Pune SMART City Mission is to make the Pune most liveable
city in India. It has found the mobility is #1 issue in both citizen engagement and desk
study. The aspirations on transportation include:
 Increased use of public transportation to 30% in 5 years and to benchmark 50%
by 2030
 Fully implementing all ICT solutions in 5 years – ITMS and adaptive traffic control
 Fully implementing non-ICT solutions – street, junction an footpath redesign in
5years
 Moving significantly in public transportation options in 5 years (30 km BRT, 31 km
Metro) with aspiration to complete balance metro (44 km) by 2025
 Creation of 2 ring roads in next 5 years to address 50% bypass traffic
 Increase trip share of NMT to 40% with PBS and walkable footpaths

Page 6-1
Vision is evolved based on the appreciation of existing transportation scenario and from
aspiration of various stakeholders of the study area. Vision for mobility aims at sustainable
transportation of people and goods with the following as a major components:
 Landuse transport integration
 Promote public transport and NMT
 Discourage private vehicles through fiscal and policy measures and Demand Management
 Shift the Bypassable regional goods vehicles on to the Bypass
 Shift the existing Goods terminals outside the city.
6.2 Vision
The vision statement should reflect the desired positive growth and change by setting up the
long-term targets for the city which includes both policies and specific action plans that are
required to achieve the targeted growth.
A strategic vision for the city will guide the authorities to make transportation, land use and public
investment decisions for the future years. The transportation vision for PMR is presented below.
To make Pune Metropolitan Region a people friendly region with integrated land-
use and transport systems that provide safe, reliable and convenient access for
people and enable the movement of people and goods at the least environmental,
social and economic cost.
6.3 Goals and Strategies

Goals and strategies have been formulated based on National Urban Transport Policy (NUTP)
and Maharashtra State Draft Urban Transport Policy (2017) duly taking into account the
transportation vision and the current traffic and transportation scenario in the study area. The
sustainable transport goals for the study area is presented in the Table 6-1.
Table 6-1: Sustainable Transport Goals of Comprehensive Mobility Plan
Goal Description Target Year
Walking, cycling, and public transport should account for

Mode share 85% of all person trips. Mode share should be retained 20 years
at that level or improved further in future.
Modal share of Walking and cycling should account for 35% of all
10 years
NMT person trips
80% of the population in the city should be within a
walk-able distance of 500m from a basic public transport 5 years
Population with
service with a frequency of at least 12 buses/ hour.
access to public
50% of the population in the city should be within a
transport
walk-able distance of 500m from its mass rapid transit 10 years
network.
At least 60% of jobs in the city should be within a walk-
Jobs near transit able distance of 500m from a basic public transport 5 years
service with a frequency of at least 12 buses/ hour.

Page 6-2
Goal Description Target Year
At least 40% of jobs in the city should be within a walk-

able distance of 500m from its mass rapid transit 10 years
network.
On-street parking on arterial/sub-arterial roads shall be
based on parking fees.
 30% of the roads 5 years
Parking  50% of the roads 10 years
The study area will establish market-based parking fees 5 years
and implement IT-based systems for fee collection and
enforcement
Goal-1: Walking – to make walking safe, convenient and comfortable. To ensure high
quality streets and footpaths, those encourage walking and support a vibrant public life
with healthy lifestyles
Current Scenario
 The share of current walk trips is about 25%
 Average trip length of walk trips is about 0.9
km Irregular and high pedestrian
movements at junctions
 Absence of footpaths and encroachments on
existing footpaths
 Poor design of footpaths
 Poor upkeep and presence of utilities
Strategies to achieve the Goal-1

 PMC has formulated Pedestrian Policy and Urban Street Design Guideline (USDG)
which needs to be implemented
 Prepare a pedestrian network
 Develop pedestrian network that promote direct access to all local destinations like
schools, market areas, work places, bus stops etc
 Develop a strategy to prioritize and address missing footpaths
 Improve pedestrian connectivity and continuity by addressing gaps and deficiencies in
the network
 Make streets safer for walking
 Implementing pedestrian friendly designs to prioritize safe walking
 Reducing vehicular speeds on local streets through traffic calming measures in core
areas
 Maximizing visibility at crosswalks through appropriate lighting, high-visibility pavement
markings, curb extensions, and clear sight lines

Page 6-3
 Provide unobstructed footpaths on all streets

 All roads should have un-obstructed footpaths throughout
 All the roads with ROW of minimum 7 m should have footpath at least on one side of
the carriageway and all the roads having ROW of 12 m or more should have footpaths
on either side of the carriageway
 Review and enforce bylaws to ensure sidewalk clear zones free from obstructions. It
has been observed that vehicles are parked on footpaths and cycle tracks due to lack of
enforcement, therefore, heavy fines needs to be imposed to discourage parking on
footpaths/cycle tracks
 Provision of dedicated zones (hawker zones) separately to discourage encroachment of
footpaths by hawkers
 Pedestrian priority streets needs to be identified where pedestrian movement is
prioritised over vehicle movement
 Make sidewalks accessible for all people
 Implementing ramps so that senior citizens, children and wheel chair users can access
sidewalks with ease
 Provide facilitated sidewalks on all streets
 Development of streets as “complete streets” with emphasis on drainage, street lights,
signage and markings
 Placement of road side furniture such as seats, dust bins, public toilets etc
 Landscaping and tree plantation along footpaths
 Make the city easy to navigate on foot
 Maintenance of a pedestrian way-finding system that is consistent, legible and user-
friendly
 Legal provisions for protecting pedestrian rights shall be considered. Encroachment on
footpaths shall invite heavy fines and punishment

Page 6-4
Goal-2: Cycling – to make cycling safe, convenient and comfortable for people of all
ages by providing adequate infrastructure
Current Scenario
 Average trip length of bicycle trips is 2.43 km
 The average vehicle ownership per household in the study area is 1.55 vehicles including
cycles
 The share of cycle trips is about 2.43% of the total trips in the study area
 Parking on cycle tracks observed due to lack of strict enforcement
 Total length of cycle tracks is only about 64 km

 PMC has prepared the Bicycle Master
Plan and is under implementation
 Build/ develop bicycle network
 Bicycle tracks shall be developed in
the study area based on the demand
 Efforts shall be made to provide cycle
tracks by acquiring land if sufficient
ROW is not available Movement of cyclists on main roads
 Considering weather conditions in the
study area, tree shade should be provided
 Make streets safer for cycling
 Physical barriers in the form of bollards and other similar features for bicycle facilities
should be provided on all streets to control motor vehicle movements and to protect
cyclists
 Highlight potential conflict zones with pavement markings
 Design of safe intersections and crossings with improved visibility to manage conflicts
 Promote cycling
 Provision of convenient and secured parking facilities
 Promotion of cycling for educational trips by encouraging provision of sheltered parking
stands at schools and public institutions

Page 6-5
 Provision of required maintenance and end-of-trip facilities

 Introduction of Public Bike Sharing schemes (PBS)
 Provision of parking incentives such as reservation of places, nominal parking fee etc.
 Prioritization of bicycle parking over motorized vehicles
 Multi-modal Integration
 Provision of convenient connections between major transit stations and bicycle network
 Provision of secured and sheltered parking stands at all stations and terminals
 Make the cycling network easy to navigate
 Implementation of way-finding system that is consistent, legible and user-friendly on all
bicycle routes
Goal-3: Public Transportation (PT) – to improve/develop public transportation

infrastructure so as to increase capacity and ensure service that is fast, frequent, reliable
and cheap; so that users can be weaned away from private vehicles
Current Scenario
 The current share of public transport (Bus & Rail) is 16.5% (in motorized trips) which is
very low. 83% of households owns at least one two wheeler or car or both.
 Public transport trips are declining over the years and users have moved towards private
vehicles
 Deterioration in the quality of public transport service

Page 6-6
 Inadequate and aged fleet and frequent breakdowns of buses. The average age of
PMPML bus is about 8 years.
 Lack of comfort and safety
 The coverage of PMPML network is good but the frequency of service needs improvement
 The route length of PMPML service is quite long as a result PMPML is unable to maintain
the time schedule. 58% of the PMPML Bus routes have route length more than 15 km and
40% of the routes whose trip length is more than 20 km.
 Poor maintenance of buses and inadequate terminal facilities and depots
 High operating costs resulting in financial losses
 Lack of financial resources to augment the system
 Unavailability of real time information system for the management of unexpected events,
delays and service disruptions; However in 2017, PMPML has introduced a Command and
Control Center (as an IT initiative) that centrally monitors daily operation of buses, tickets
issuance schedule adherence etc. Also, the center is equipped with facilities that facilitate
breakdown services, incident management and emergency helpline
 Route rationalization is essential to optimize the operations
 BRT buses run in mixed traffic on several sections and some of the BRTS routes are
overlapping with city bus routes. Partial implementation of BRTS, disjointed network, poor
quality of buses, lack of good frequency of services, non-uniform standards, lack of
network integration and intermodal facilities are the major issues of BRTS. Due to the
above BRTS has not been able to attract good ridership
 Suburban rail has limited scheduled services as it shares tracks with long distance trains.
The frequency of suburban rail cannot be increased unless additional tracks are laid.
 Lack of multi-modal integration
 Lack of proper dissemination of information on Bus routes and schedules
 Lack of high quality Public transport options for high and middle income groups whose
value of time is high
 Lack of mini buses as feeder services as well as regular service in core areas where
streets are narrow.

The aim is to achieve at least 50% share in PT from current 16.5% within next 15 years through
proactive measures. The strategy for promoting PT shall be multi-pronged:
 Improve PT network infrastructure (i.e., fleet size, new routes, stops etc.)
 Develop and expand Metro, BRTS, Bus System and provide feeder services
 Improve last mile connectivity
 Improve multi-modal infrastructure facilities (bus terminals, mini-terminals, bicycle parking
facilities etc.)
 Incentivize use of public transport and disincentavize use of private vehicles by fiscal
policies
Other general strategies are discussed below:

 Develop well-connected public transit network
 Fleet size should be further improved to increase bus frequency
 Bus network should be expanded based on demand
 Develop 100% dedicated bus and rail corridors

Page 6-7
 Introduce various categories of bus services (AC Bus, Non-stop, Limited-stop, Ordinary
buses etc.) to meet the demand of various market segments
 Improve public transit reliability
 Plan and provide high quality public transport system with good frequency, easy
access, wide coverage and affordability
 Provide adequate information to public transit users in the form of Passenger
Information Systems (PIS) i.e., information of bus routes and time table etc.
 Improve public transit accessibility
 Improve access to public transport in the form of continuous, high quality footpaths
 Provide easy connections and comfortable waiting areas throughout the network
 Provide adequate bus infrastructure (i.e. bus stops, bus bays, bus terminals, signages,
marking etc.)
 Promote public transportation
 Introduce incentives for travelling by bus i.e., by providing concessional passes, (e.g.
passes for students; monthly and quarterly passes for regular commuters)
 This should be coupled with measures to discourage the private vehicles i.e., pricing of
parking in core areas, higher registration charges, pollution tax on vehicles etc.
 Private vehicles especially two wheelers are becoming affordable and competing with
public transport due to easy access to finance, fuel efficiency, requirement of less
parking space, flexibility of movement, ability to combine multiple trips of different
purposes and end to end travel. Therefore, to wean people away from private vehicles
especially two wheeler, appropriate fiscal policies needs to be adopted which will make
public transport cheaper and convenient and private vehicles costly
 Multi-modal Integration
 Development of multi-modal hubs and multi-modal transfer stations.
 Improve Financial Sustainability
 Financial sustainability is very important for a vibrant public transport system
 Fare policy should be such that at least the system should meet O&M costs
 Regular revision of fare is very important for financial sustainability. To keep fare levels
within affordability levels, every year atleast 50% of inflation (or CPI) basis should be
considered rather than large increase once in 2 to 3 years. This should be done
automatically every year 1st January onwards. This will avoid steep increase in fare
once in 2 to 3 years and also ensures financial sustainability of PMPML. Increase the
share of non-fare revenue by land monetization, commercializing depot/terminal area,
land utilization, TOD, FAR norms, advertisement revenue
 MSRTC lands in core urban areas shall be assigned to PMPML. State
Government/PMC/PCMC/PMRDA needs to compensate MSRTC by providing larger
land parcels in outskirts
 Privatization of certain routes to encourage efficiency and cost reduction
 Use of ITS for improving monitoring, operations and scheduling
Goal-4: Land use – to utilize the land use such that it supports shorter trips and
sustainable transportation choices such as walking, cycling by land use transport
integration

Page 6-8
Current Scenario
 Though radial roads are well developed, ring roads are yet to be developed since a large
share of land is under to defense (cantonment areas), some fall under environmentally
sensitive areas (hills) and land acquisition issues (built-up areas)
 Landuse transport integration is encouraged by permitting the higher FSI along the Mass
transit corridors

 Ring Roads need to be developed for better dispersal of traffic and achieve land-use
transport integration.
 Prioritize and encourage a dense and diverse mix of services, amenities, jobs, and
housing types in areas well-served by frequent, high-capacity transit
 Review the land reservations in Development Plan in the context of proposed intermediate
ring road for PMC
 Encourage re-development in core areas by incentives. Re-development ensures vertical
development and releases land required for development of roads and public amenities
such as parks, schools, hospitals etc.

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Goal-5: Road Infrastructure – to maintain hierarchy of road network and increase

accessibility to all areas
Current Scenario
 PMC has several topographical constraints in development of ring roads due to dense
developments, defence land etc.
 PCMC has well developed hierarchical road network except older areas
 While Ring and Radial pattern is followed in PMC, grid road network pattern exists in
PCMC
 Narrow road sections – about 22% of the road network in the study area is of single lane
carriageway
 Intersections are unsafe for pedestrians and cyclists, there is lots of scope for junction
improvement
 On-street parking of vehicles obstruct traffic movement
 Encroachment of carriageway/footpaths by hawkers reduce effective carriageway width
 The study area presently lacks bypass roads and ring roads

 Ring roads to be prioritized
 Widening the roads based on traffic demand which should be the last option
 Improvement of geometrics at intersections to regulate/ channelize turning traffic
 Development of missing links so that travelling additional distance will be reduced

Page 6-10
 Development of alternative roads / bridges so that existing routes will be relieved from
overloading
Goal-6: Parking – to develop a parking system that facilitate organized parking of
various modes of vehicles
Current Scenario
 No penalty for unauthorized on-street parking
 Inadequate off-street parking facilities
 Widespread on street parking which is free except on MG road and Cantonment area.
 Unauthorized on-street parking at several locations (about 28% of roads) especially in
central business district and market areas

 Implement fine / penalty for parking in “No parking” zones and on footpaths / cycle tracks
 Issue guidelines and make appropriate laws to penalize encroachers of public space
especially footpaths, cycle tracks, streets etc.
 Restrict and regulate on-street parking. Legal provisions to charge parking in all offices
and industrial premises from employees. If free parking is provided it is tantamount to
provide hidden subsidies for private vehicles. It will only benefit employees and cause
negative impact on other commuters who use the roads. The above measures are
implemented in countries like Denmark
 Parking policy should be based on pay and use policy
 Create off-street parking near major activity centers, transit stations / terminals to meet the
growing parking demand which also helps in increasing the effective road capacity. No
subsidy shall be given for off-street parking.
 Support strategies that reduce the need for parking such as promoting walk trips and
public transportation, integrating land-use with transportation, supporting transit oriented
developments etc.

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Goal-7: Traffic Management Measures – to implement traffic management measures

so that the existing road infrastructure is utilised effectively
Current Scenario
 Most of signals are observed to be not functional
 Absence of traffic personnel at the intersections
 Traffic is being managed manually at some intersections by traffic police
 Lack of one-way traffic schemes and pedestrianisation in CBD area

 Implementation of one-way traffic schemes in core areas
 Major loading/unloading activities should be scheduled during night hours.
 Truck terminals should be developed at the outskirts of the study area
 ISBTs should be shifted out of core city areas. Direction-wise ISBTs shall be developed at
outskirts
 Existing rail and truck terminals to be shifted outside the city
 Planning of industrial and commercial developments in such a manner will help in diverting
the movement of truck traffic away from core areas / city roads
 Development of missing links / bypass roads will help in diverting traffic away from the city/
CBD roads
 Vehicle actuated signals and synchronized signals needs to be developed
 Traffic Control Room to monitor and suggest necessary diversions in advance

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Goal-8: Environment and Education – to support strict enforcement practices for

road users who violate enacting laws. To educate road users to follow rules and safe
driving practices.
Current Scenario
 Lack of mechanism for rigorous pollution checks of vehicles
 No upper limit for scrapping the vehicles
 No funding for educating general public
 Particulate matter (PM) has exceeded the prescribed values
 Noise pollution exceeded the ambient Noise levels

 Lay guidelines and monitor the pollution levels of motorized vehicles including Bus and IPT
modes
 “Pollution certificate” shall be made mandatory for all vehicles
 Imposing fines on vehicles that do not meet pollution standards by carrying out frequent
vehicular pollution checks
 Educate general public on better vehicle maintenance practices. Support education and
awareness programs to improve safety and reduce conflicts
 Promoting usage of clean fuel such as CNG, battery operated and electric vehicles etc
 Reduce trip lengths and vehicle-km by planning and promoting compact cities
 Promote ridesharing and car-pooling
To achieve these goals, institutional development, adaptation of latest technologies such

as ITS and funding is prerequisite. Urban transport projects involve huge capital and O&M
costs. Therefore, there is a need to generate revenue locally through innovative sources.
These aspects have been discussed in subsequent chapters.

Page 6-13
Chapter-7
Urban Growth Scenarios
Chapter 7 - Urban Growth Prospects

7.1 Urban Growth Pattern
Pune is the 8th largest urban agglomeration in terms of population (Census-2011) in India. It is
also the 2nd largest city in Maharashtra after the capital city Mumbai. Pune is considered as the
cultural capital of the state as the city has a long history and cultural heritage.
The city has seen immense growth from being a political center of Maratha Empire, to a military
base established by British and emerging as a manufacturing and education hub of the state. Like
many other Indian cities, Pune also originated along banks of a river i.e. Mula-Mutha. The earliest
settlement was confined to the south-east side of the river where presently the city’s core prevails
and the later development was restricted to the east side due to the establishment of military
cantonment by the British, leading to growth of the city towards north and west side, across the
river.
The city that was established during Maratha and Peshwa rule is presently referred to as the Old
City and comprises of 17 peths (markets). The area of Pune in 1817 was only about 5 sq.km
Subsequently, Pune Municipality and Pune and Khadki cantonment areas were established in
1860 which were spread over an area of 7.6 sq.km Later, Dehu cantonment was established in
1940. Pune Municipal Corporation was established in 1950 with an area of 125.75 sq.km. Pimpri-
Chinchwad Council was established in 1970 and subsequently was upgraded to Municipal
Corporation in 1982. Both, Pune and Pimpri-Chinchwad corporations have grown both in terms of
area and population by merging the surrounding villages. The current area and population (2018)
of Pune and Pimpri-Chinchwad Corporations is 414 sqkm and 60 lakh, respectively. The
chronological urban expansion of Pune is depicted in Figure 7-1.
Figure 7-1: Chronological Urban Expansion of Pune
Urban Growth Prospects

Page 7-1
7.2 Land-use Restrictions

There are several land-use restrictions impacting the growth direction such as environmentally
sensitive areas, cantonment and institutional areas as depicted in the Figure 7-2.
Figure 7-2: Land-use restrictions impacting the growth direction and transport
corridors
7.3 Ring Roads

Over the years, Pune has grown in concentric rings. While the radial roads have been developed,
ring roads could not be developed due to land-use constraints as discussed in the last section.
HCMTR for Pune

High Capacity Mass Transit Route (HCMTR) is a ring road covering core areas of the Pune
proposed in Pune Development Plan. It is a 34 km road cum Mass Transit Route. DPR for
HCMTR of 34 km in Pune City was prepared and funding for the project is being firmed up now.
HCMTR planned in PMC will remain as an incomplete ring as per the DPR due to Khadki
Cantonment area which is under defence. It can be considered as Inner Ring road for the city.
The road network in Pune follows ring and radial pattern and therefore development of HCMTR
assumes significance for better traffic circulation and dispersal. It will reduce the congestion in the

Page 7-2
core areas. The projected peak hour traffic on HCMTR is 7500 PCUs in 2028 and 9300 PCUs in
2038.
HCMTR for PCMC

Similarly, HCMTR for PCMC which was conceptualized in development plan is likely to be
implemented in near future. The road network pattern in PCMC follows grid pattern. The
projected peak hour traffic on HCMTR is 7900 PCUs in 2028 and 10800 PCUs in 2038.
Pune Ring Road

The regional ring road of length 128 km covering 29 villages along the periphery of PMC and
PCMC is being implemented by PMRDA. It can be considered as outer ring road. The width of
the ring road corridor is 110 m. The ring road will connect 6 highways passing through the Pune
Metropolitan Region i.e. Pune-Nashik, Mumbai-Pune-Solapur, Pune-Ahmednagar and Pune-
Satara. It is proposed to be a toll road. The main objective of the Ring road is two-fold.
(a) To divert the regional truck and passenger traffic on to the ring road and relieve
congestion within the city
(b) To catalyze the dispersal of urban growth
As per the PMRDA proposal, 80 m is planned for road portion (LHS 40 m and RHS 40 m) for
intercity and local traffic and central portion of width 30 m is planned for Metro. The projected
traffic on ring road is 1.3 lakh PCUs 2038. It is an approximate estimate as locations and extent of
development of TP schemes along the ring road is not yet finalized.
Intermediate Ring Road (IRR)

The distance between the HCMTR and PMRDA ring road varies from 6 Km to 12 Km. there is a
need for an intermediate ring road (IRR). However, there are severe constraints especially hills
and defence lands as mentioned in the earlier sections. These constraints can be resolved by
careful planning the alignment and by taking peripheral lands from defence and other industrial
areas. After implementation ring roads will help in improving traffic dispersal. The projected peak
hour traffic on IRR is 5900 PCUs in 2028 and 6900 PCUs in 2038.
7.4 Airport Connectivity

The proposed green field airport is located in Purandhar near Saswad Town. The current access
to Airport is a 2-lane road and some section of road also passes through hilly terrain i.e. Dive
Ghat and congested areas like Fhursungi.
Due to the proposed airport, surrounding areas will be developed especially Saswad town. The
developments may be typically airport centric i.e. Cargo, Logistics and SEZs etc.,
7.5 Transit Oriented Development (TOD)

7.5.1 Metro Corridor
Spatial growth of Pune region has taken place towards employment nodes and areas which are
closer to these nodes. Intensification is expected along the proposed Mass Transit Corridors
(Metro/BRTs) due to Transit Oriented Development (TOD). TOD is encouraged by provision of
higher FSI along the transit corridors. For road widths from 24 m to 30 m, a maximum permissible
FSI of 3.5 is allowed whereas for the road widths above 30 m 4.0 FSI is allowed.

Page 7-3
Few areas in the city will further densify due to commercial developments along the transit
corridors. Based on the trends in other metropolitan cities in India, core areas may record nominal
or negative population rate and out-migration is expected from already overcrowded residential
areas to peripheral areas. Along the Mass Transit corridors residential developments may be
replaced with mixed or commercial developments in future.
7.5.2 TP Schemes along the Ring Road

The Pune Metropolitan Region Development Authority (PMRDA) plans to develop TP schemes in
areas like Mhalunge-Maan, Handewadi, Wadki, Nimbalkarwadi, Phursungi, Uruli-Devachi, Vadki,
Manjari and Wagholi etc., PMRDA has proposed to develop 20 town planning schemes. The new
towns will be built 500 metres from proposed ring road. Each scheme will be developed on 200-
300 hectares of land. PMRDA will return 50% of the land acquired from original owners and
provide them double the Floor Space Index (FSI). These schemes are planned to be used for
funding the Ring road. These schemes will have residential, commercial developments with basic
infrastructure and social amenities. Affordable housing schemes are also planned under the
schemes. Due to physical constraints on western and southern direction, spatial expansion will
happen on south-eastern direction. There can be some developments in southern direction due to
proposed airport as well as along the ring road. The alignment of proposed ring road and some of
the proposed locations of TP scheme are shown in Figure 7-3.

Page 7-4
Figure 7-3: Map showing Proposed Ring roads and some of the identified TP Schemes
7.6 Growth Direction

General
Spatial growth of study area is guided by development of transport corridors, industrial and
commercial/industrial developments as well as major projects such as ring road and New Airport
etc. Some of the major transport infrastructure proposals that will have significant influence on
land-use are as follows:
 Metro Corridors

Page 7-5
 PMRDA Ring Road

 Bypass Rail Line (please refer chap-9)
 Green field Airport at Purandhar
 Hyperloop connecting Mumbai with Pune.
During the last decade, major population expansion has happened on North, North-Western and
Western direction. The recent and upcoming growth direction based on the real estate activity is
summarized in the Table 7-1.
Table 7-1: Growth Direction based on Real Estate Activity
No. Direction Areas Remarks

Development of residential areas.
Connectivity of Undri to Hadapsar,
Magarpatta, Kharadi is the key
advantage
Saswad, Undri, Pisoli
1 South-East As Wanowrie, Kondhwa and NIBM Road
areas are developed, the focus is shifted
to Undri, Pisoli etc.,
Once ring road is built, this pocket will
see major development.
It has good connectivity to Hinjewadi IT
Park. It has good social infrastructure
such as road connectivity,
2 North-West Punawale/Ravet
schools/colleges
First TP Scheme is proposed in Mann
Mhalunge near Hinjewadi
Kharadi is IT hub which has developed. It
has good accessibility to airport, railway
station and areas like Kalyani Nagar,
3 Eastern Kharadi, Wagholi
Hadapsar. Wagholi has tremendous
potential as ring road passes before
Wagholi
4 North-Eastern Alandi/Dighi/Charoli Residential growth
Source: Market reports on real estate in Pune
 The current development is mainly happening towards Mumbai side along NH4,
Hinjewadi, Mahalunge, Gahunje, Talegaon and Dehu
 The second level of development is along Pune-Nagar road towards Kharadi, Wagholi,
Kesnand, Loni, Ranjangaon, Shikrapur etc.
 Third level of developments are along Pune-Nasik road, towards Moshi, Chakan but
development here is shunted due to withdrawal of Airport plan but with proposed Pune-
Nasik rail corridors and expansions in MIDC development may accelerate the
development in future
 Developments along Pune-Solapur road are also at a slower pace due to water scarcity.
However, development along Solapur road growth may pick up with proposed green field
airport in Purandhar. Some developments are happening along Pune- Satara after Ghat
section i.e. Nasrapur etc.

Page 7-6
Ring road is likely to attract developments on south east side in future due to proposed airport in
Purandhar. Over 10 Town Planning Schemes (TPS) are proposed between Satara road and
Solapur road where major development is envisaged at Urali, Wadaki, Fursungi, Hinjewadi.
Holkarwadi, Nimbalkarwadi. Jambhulwadi, Ambegaon etc. This belt is getting developed
haphazardly. TPS may come up between Solapur to Nasik road with Nagar road Wagholi as
center where mix of IT industrial and residential is proposed.
Proposed ring road will redefine the boundary of urban growth. As mentioned above, Pune
region’s future growth direction is mapped and the same is shown in Figure 7-4.
Figure 7-4: Growth Direction of Pune
West, North-West and North – IT and Auto hub

PCMC MIDC is fully developed but there is further scope for development in Talewade etc., two
phases of Hinjewadi is fully functional whereas further two phases in development and land
acquisition stage. The phase-wise and stage of development as per MIDC is presented below.
 Phase-1: 96.42 acres (100% completed)
 Phase-4: 464.39 acres (planning stage)
The next stage of developments in Hinjewadi will largely depend upon the space for IT
developments as well as land acquisition for third and fourth phase in which cost of land
acquisition will play critical role. High land cost may make the developments unviable. It is
observed that large scale residential development is coming up in and around Hinjewadi. Mann
Mahalunge Town planning scheme is the first TPS launched by PMRDA. Big townships like Blue
Ridge, Xerbia, Megapolis etc., are catering to the residential demand of employees in Hinjewadi.

Page 7-7
Since the area was not planned for residential and is now getting converted to high end
residential area, there is a need for social and neighbourhood level planning in Hinjewadi. The
existing employment is around 1.75 lakhs which are direct employees as per Hinjewadi Industrial
Association sources. The employment is likely to cross to 5 lakhs by next 5-10 years.
On North-West direction, Punawale/Ravet is going to develop due to good connectivity and
proximity to Hinjewadi IT hub. Chakan area is developed as Auto component hub. Some of the
SEZs proposed in this area could not take off. Shifting of airport from this area has affected
development activity but may pick up once there are more investments in manufacturing sector in
the surrounding areas. The proposal Pune-Nashik Railway line will trigger the developments.
The areas like Wakad, Baner, Balewadi, Sutarwadi, Pashan, and Aundh have been developed
over the last 5-10 years in the west, north-west and north direction. However, there is still scope
for developments in the above areas. The areas that are likely to be developed in future are
Mann, Mahalunge, Punavale, Kiwale, Ravet etc.
North-East – IT, BPO and Manufacturing

North-East will be the major potential growth corridor along the Nagar road which connects
industrial areas like Shikrapur and Ranjangaon. IT and BPO companies have established office in
Wagholi, Kharadi, Kalyani Nagar, Yerwada, Bund Garden along Pune-Nagar Road and are
developed. Residential development in Viman nagar, Lohegaon, Dhanori, Kesnand, Kharadi,
Wagholi are rapidly coming up.
PCMC has large developable lands along North- East direction i.e. Charoli, Moshi, Chimbali and
Talwade. This area is zoned under residential in PCMC Master Plan. Internal road development
in this area will trigger development, in fact, road connecting Lohegaon to Charoli will be
developed shortly as per PCMC. The stay on development along stone queries is being gradually
lifted and development is taking place there at locations like Alandi, Wadmukhwadi, Chowisawadi
etc.
The land portion between Pune-Nagar road and Pune-Solapur road is mainly agricultural.
Improved connectivity can trigger developments in these areas.
South, South-East - Airport

IT related developments have already taken place in Hadapsar area. Magarpatta Cyber city and
Amanora city has also developed. PMC’s growth towards the extreme south and beyond its
boundaries has limitations due to hills and forests. However, due to the development of airport
and TP schemes along the road, plain areas will get developed. Access to these areas and
especially to Airport should be given high priority. Saswad town will receive boost due to airport
developments.
South-Western Development Constraints

South, South-West Expansion in South and South-West areas are triggered by Mumbai-Pune
expressway link. Areas of Kothrud, Warje, Karve Nagar, Wadgaon have developed. Development
is happening in Pirangut, Bhugaon Bavdhan etc., but since this area has geographical constraints
of Western Ghat and Dams the development here will be restricted.

Page 7-8
7.7 Planning Variables Forecast

7.7.1 Review of Past Growth
The population of the study area is 59.73 lakhs as per 2011 census and the estimated current
population (2018) is about 77.5 lakhs. The past trends of population in the study area are
presented Table 7-2, Table 7-3 and Table 7-4. It can be observed that during the last decade
5.76 lakh and 7.22 lakh population added PMC and PCMC respectively. The corresponding
decadal growth of population is 23% and 72% respectively. The overall population growth rate in
the study area in last decade is 42%.
Table 7-2: Past Trends of Population in the Study Area
Year PMC PCMC PC KC DC Rest of PMR Total PMR
1961 6,06,777 39,654 65,838 58,496 - 1,01,363 8,72,128

1971 8,56,105 98,572 77,774 65,497 24,709 1,10,849 12,33,506
1981 12,03,363 2,51,769 85,986 80,835 33,267 2,00,614 18,55,834
1991 15,66,651 5,20,639 82,139 78,323 40,555 3,55,411 26,43,718
2001 25,38,473 10,15,598 79,965 77,473 46,921 4,57,405 42,15,835
2011 31,24,458 17,27,692 71,781 78,684 48,961 9,39,494 59,91,070
Table 7-3: Decadal Increase of Population in the Study Area
Year PMC PCMC PC KC DC Rest of PMR Total PMR
1961-71 2,49,328 58,918 11,936 7,001 - 9,486 3,61,378

1971-81 3,47,258 1,53,197 8,212 15,338 8,558 89,765 6,22,328
1981-91 3,63,288 2,68,870 -3,847 -2,512 7,288 1,54,797 7,87,884
1991-01 9,71,822 4,94,959 -2,174 -850 6,366 1,01,994 15,72,117
2001-11 5,85,985 7,12,094 -8,184 1,211 2,040 4,82,089 17,75,235
Table 7-4: Decadal Growth Rate of Population in the Study Area
Period PMC PCMC PC KC DC Rest of PMR Total PMR
1961-71 41% 149% 18% 12% - 9% 41%

1971-81 41% 155% 11% 23% 35% 81% 50%
1981-91 30% 107% -4% -3% 22% 77% 42%
1991-01 62% 95% -3% -1% 16% 29% 59%
2001-11 23% 70% -10% 2% 4% 105% 42%
7.7.2 Population Forecast

Population forecast is made based on several considerations:
 Development Plan, existing and proposed land-use
 Past growth trends
 Major transport other infrastructure projects such as Metro, BRTS, Ring road, and Airport,
TP schemes etc.

Page 7-9
 Growth direction and transport infrastructure likely to be developed

 Density already achieved and scope for further densification ward-wise based on
developable land
Based on the above considerations, population forecast has been made for 20 years and
presented in Table 7-5. The zone-wise population forecast for the study area is given in
Annexure 7.1.
Table 7-5: Population Forecast
Population
Study Area
2018 2028 2038

Pune Cantonment 71,781 71,781 71,781
Dehu Cantonment 52303 54,977 56,367
Rest of study area 15,62,488 23,11,409 32,59,787
Total 77,52,907 1,00,99,931 1,26,32,483
7.7.3 Employment Forecast

At present, the Work Force Participation Rate (WFPR) for PMC and PCMC is 39% and 38%
respectively. It is likely to increase to 45% and 47% by 2028 and 2038. The current employment
in study area is 31.15 lakhs which is expected to increase to 55.7 lakhs by 2038. The
employment data is compiled based on the census, household survey and industrial employment
data obtained from directorate of Industries, Pune.
The forecast is based on the current and proposed land-use, discussions with various agencies
like MIDC, Hinjewadi Industrial association etc. The employment forecast thus obtained is
presented in Table 7-6. The zone-wise employment forecast for the study area is given in
Annexure 7.1.
Table 7-6: Employment Forecast
Employment
Study Area
2018 2028 2038
Pune Municipal Corporation 1457335 1788855 2108332
Pimpri - Chinchwad Municipal Corporation 683664 955664 1315268
Pune Cantonment 27743 27743 27743
Khadki Cantonment 33674 33674 33674
Dehu Cantonment 18912 18912 18912
Rest of study area (including Hinjewadi) 894398 1473264 2071918
Total 31,15,726 42,98,112 55,75,847

Page 7-10
Chapter-8
Travel Demand Forecast
Chapter 8 - Travel Demand Forecast

8.1 Development of Travel Demand Model
8.1.1 Modelling Framework
Travel Demand Model is developed for PMC, PCMC and surrounding areas. The model follows
the four stage transportation Modelling process and shown in Figure 8-1.
Figure 8-1: Four Stage Travel Demand Model

The standard four-step modeling process includes:
 Trip Generation – Estimating number of origins and destinations for each zone.
 Trip Distribution – Attaching the origins and destinations for each trip between zones.
 Mode Choice – Determining the mode of travel for each trip
 Assignment – Establishing routes and transit networks.
The model integrates the household activities, land use patterns, traffic flow, and regional
demographics of the study area. The model is capable of estimating travel behavior in response
to economic conditions, network conditions and facilities, the residential and employment
location, land use and also adaptive to the changes in transportation system, including fare and
pricing policy.

Page 8-1
The model is built using CUBE Voyager software. The software is capable of modeling mode
split, transit assignment, and to assess the variations in speeds due to changes in overall traffic
volume, and fares.
8.1.2 Salient Features of the Urban Transport Model

 The modes that are modeled under the study are Two wheelers, Cars, Public Transport
i.e., Bus and Share Auto Rickshaws, even includes Non-motorized Transport mode i.e;
Cycles
 Commercial Vehicles such as Trucks, Multi Axle Vehicles and Light Commercial Vehicles
are loaded in the network as Preload
 The highway (road) network is built considering all the major roads and all the key minor
roads. The transit system is built with the existing public transport system in all its forms
with their routes, frequency, fare structure etc.
 The model is responsive to street congestion, travel costs, availability of competing
transport modes and the growth of the city
 The model is responsive to generalized costs that include out of pocket costs i.e., fare,
vehicle operating cost etc. and perceived user costs such as value of travel time, cost of
waiting time for transit etc.
 The model is responsive to the economic development of the region. A comprehensive
data on economic development in the form of land-use and transport development
proposals are collected and translated in to the growth of population and employment and
is used in the model
 Model is calibrated for peak hour. Model focuses on peak period conditions because these
conditions include the most important recurrent congestion period and tend to guide
transportation system design. Peak period models provide much more accurate
indications of directional travel patterns during design conditions than do daily models
8.2 Planning Period

Year 2018 is considered as the base year and 2038 has been set as the horizon year for the
planning of the long term strategy. Therefore, forecast is provided for 2028 and 2038.
8.3 Zoning
The study area is divided into number of Traffic Analysis Zones (TAZ) for analyzing the travel
characteristics. The total number of zoning system adopted for the study is 299 out of which 289
zones are internal and 10 zones are external. The zone map is presented in Figure 8-2 to
Figure 8-4.

Page 8-2
Figure 8-2: Zone Map

Page 8-3
Figure 8-3: Zone Map-PMC

Page 8-4
Figure 8-4: Zone Map - PCMC

Page 8-5
8.4 Network Development

The base year transportation networks for Pune are developed separately for:
 Highway Network (i.e., Two-wheeler, Car, Taxi, Cycle, Auto rickshaw, Institutional Bus)
 Transit Network (Bus and Share Auto Rickshaw)
The network development process is discussed below.
8.4.1 Highway Network

The arterials, sub arterials and major collector roads are considered in the development of the
network. All links are coded as one way links having A – node (after node) and B – node (before
node) with its own characteristics.
The link attributes include road names, capacity, lane configuration, length, toll details(if
any),volume count information at junction, screen line and cordon locations, free flow speed, bus
preload. These link characteristics are compiled and categorized based on functional class for
the basic network for study area. The salient features of the coded highway network are
The capacity of the links and PCU values are according to the IRC standards and Design Manual
for Roads and Bridges (DMRB) standards.
The form of the BPR function for speed flow is:
TC =T0 *(1+α*(v/c)^β)
Where, Tc – Congested Link Travel time
T0 – Link Free flow time
v - Link Volumes
c – Link Capacity
α and β – calibrated speed flow parameters
Table 8-1:Salient Features of Coded Highway Network
Lane Capacity Speed flow parameters

No. Functional Class
Configuration in PCUs α β
1 2 1L-2W-UD 1200 1.75 2.5
2 3 1L-1W-UD 1800 1.75 2.5
3 4 1.5L-2W-UD 1800 1.7 2.5
4 5 1.5L-1W-UD 2700 1.7 2.5
5 6 2L-1W-UD 3600 2.20 2.35
6 7 2L-2W-UD 2400 2.50 2.00
7 9 3L-1W-UD 5400 2.00 2.50
8 10 3L-2W-UD 3600 1.80 3.50
9 11 3L-2W-D 3600 1.80 3.50
10 12 4L-1W-UD 7200 2.00 3.15

Page 8-6
Lane Capacity Speed flow parameters

No. Functional Class
Configuration in PCUs α β
11 14 4L-1W-D 7200 2.00 3.15
12 15 4L-2W-D 4800 2.00 3.00
13 16 6L-2W-D 7200 3.50 2.30
L-Lane, 1 W-One Way, 2 W-Two Way, D- Divided, UD- Undivided
The coded Highway network is presented in Figure 8-5 and Figure 8-6.

Page 8-7
Figure 8-5: Coded Highway Network(PMC)

v Travel Demand Forecast
Page 8-8
Figure 8-6: Coded Highway Network(PCMC)

v Travel Demand Forecast
Page 8-9
8.4.2 Public Transport Network

The existing Public Transport network includes Bus, BRTS and Suburban rail. The public
transport network represents the access/egress connectivity, headways, speeds and accessibility
of transit services to support estimation of travel times on individual links and passenger volumes
on individual transit lines and links.
The public transport schedules, fare structure with reference to different services are obtained
from the respective organizations and are coded.
The coded existing public transport network is presented in Figure 8-7.

Page 8-10
Figure 8-7: Base Year Public Transport Network

Page 8-11
8.5 Development of Matrices

Mode wise matrices (Cycle, Truck, MAV, LCV, Two-wheeler, Car, IPT and Public Transport) are
developed from Household Interview Survey (HIS) and O-D survey at cordon points. Approach
shown in the Table 8-2 is considered for developing the matrices.
Table 8-2: Development of Matrices
Intra-City Trips (Internal – Internal)
Category Data Source

Home-based Trips HIS
Non-Home based Trips HIS (Supplemented by O-D Surveys at Terminals)
Inter-City Trips
Category Data Source

Outer cordon O-D data, supplemented by HIS and other O-D Surveys at
Internal-External
Terminals
External-Internal Outer cordon O-D data and other O-D Surveys at Terminals
External-External Outer cordon O-D data
Public transport trips outside Pune are captured through terminal surveys.
The mode wise matrices are developed for morning peak hour. From the primary surveys,
morning peak is observed to be during 09:30 a.m. to 10:30 a.m.
The base year daily travel demand for Pune is presented in Table 8-3.
Table 8-3: Summary of Base Year Daily Travel Demand
Trip Component TW Car Auto Taxi PT Total
Internal to Internal 3,909,857 970,679 606,815 120,063 1,260,250 6,867,663
Internal to External 128,991 141,926 8,463 3,128 89,135 371,643
External to Internal 180,637 189,821 17,472 18,655 111,419 518,003
External to External 4,867 26,398 624 2,977 484 35,350
Total 4,224,351 1,328,824 633,374 1,44,823 1,461,288 7,792,660
8.6 Validation of Base Year Travel Demand Model

The validation of base year travel demand model follows three stages as presented below:
 Commercial Vehicle Assignment
 Private Vehicle Assignment
 Public Transport Assignment
The validation process is presented in Figure 8-8.

Page 8-12
Figure 8-8: Validation Process
8.6.1 Commercial Vehicle Assignment

Commercial vehicles matrices (Trucks, MAV, and LCV) and Cycle matrix are assigned on to the
transport network. The mode-wise assigned traffic volumes are compared with observed traffic
volumes at junction, screen line and cordon locations. The network and matrices are checked
and corrected until the difference between assigned traffic volumes and observed traffic volumes
comes with in allowable limit of +/-15%. This process is automated by the CUBE ANALYST
software. The commercial vehicle validation results are presented in Table 8-4.

Page 8-13
Table 8-4: Commercial Vehicle Validation at Cordon Locations
In-bound Traffic (Towards Pune) Out-bound Traffic (Away from Pune)

Modes
Observed Assigned % Difference Observed Assigned % Difference
Outer Cordon
LCV 1369 1481 -8% 2447 2507 -2%
Truck 679 781 -15% 1126 1026 9%
MAV 369 392 -6% 95 90 5%
Inner Cordon
LCV 1245 1433 -15% 2618 2829 -8%
Truck 979 1039 -6% 1289 1230 5%
MAV 440 456 -4% 178 192 -8%
8.6.2 Private Vehicle Assignment

The validated commercial vehicle and cycle matrices are assigned as a preload to the Transport
Network. From the coded public transport routes (Bus and Shared Auto) and headway
information, link wise count of buses and shared auto rickshaws are calculated and added to the
preloaded transport network to induce the congestion caused by buses and shared auto
rickshaws.
Mode wise matrices of private vehicles (Two wheelers, Cars and Auto Rickshaws) are assigned
on the preloaded network. The mode-wise assigned traffic volumes are compared with observed
traffic volumes at junction, screen line and cordon locations. The network/matrices are checked
and corrected until the difference between assigned traffic volumes and observed traffic volumes
comes with in allowable limit of +/-15%. This process is automated by the CUBE ANALYST
software. The results of private vehicle validation is presented in Table 8-5 to Table 8-7.
Table 8-5: Private Vehicle Validation at Cordon Locations
Out-bound Traffic (Away from
In-bound Traffic (Towards Pune)
Modes Pune)
Outer Cordon
TW 4845 5157 -6% 3960 4119 -4%
Car 4738 5060 -7% 3871 3553 8%
Auto 123 136 -10% 103 111 -8%
Cycle 1 1 0% 2 2 1%
Taxi 126 138 -10% 116 108 7%
Institutional Bus 9 8 12% 45 39 14%
Inner Cordon
TW 11862 10573 11% 11465 9930 13%
Car 5469 6159 -13% 4872 4198 14%
Auto 1369 1298 5% 1341 1194 11%
Cycle 47 41 12% 42 37 13%
Taxi 419 402 4% 505 544 -8%
Page 8-14
Table 8-6: Private Vehicle Validation at Screen-line Locations

West to East East to West
Modes
Screen line 1
TW 26415 24136 9% 27339 23109 15%
Car 10136 9715 4% 9075 7978 12%
Auto 5637 4881 13% 6443 5674 12%
Cycle 258 220 15% 281 266 5%
Taxi 1197 1162 3% 281 266 5%
North to South South to North
Modes %
Observed Assigned % Difference Observed Assigned
Difference
Screen line 2
TW 50353 46826 7% 47402 50481 -6%
Car 14769 14520 2% 17168 18913 -10%
Auto 11845 10122 15% 11889 11140 6%
Cycle 745 665 11% 512 452 12%
Taxi 2135 1820 15% 2057 1826 11%
Table 8-7: Private Vehicle Validation at Junctions

Kapote Chowk
Towards the Junction Away from Junction
Modes
TW 7344 7784 -6% 7345 7784 -6%
Car 4113 3871 6% 4113 3871 6%
Auto 3323 2888 13% 3323 2888 13%
Cycle 42 41 1% 41 41 -1%
Taxi 338 349 -3% 338 349 -3%
University Chowk
Modes
TW 8487 9014 -6% 8486 9014 -6%
Car 5057 4970 2% 5057 4970 2%
Auto 1579 1497 5% 1579 1497 5%
Cycle 39 40 -3% 40 39 4%
Taxi 190 202 -6% 190 202 -6%
Institutional Bus 89 95 -7% 89 95 -7%
Nalstop Chowk
Modes

Page 8-15
TW 5296 5725 -8% 5296 5725 -8%

Car 2194 1929 12% 2194 1929 12%
Auto 2178 1896 13% 2178 1896 13%
Cycle 66 59 10% 65 59 9%
Taxi 185 172 7% 185 172 7%
Belbaug Chowk
Modes
TW 2056 1911 7% 2211 1911 14%
Car 282 302 -7% 287 302 -5%
Auto 1272 1183 7% 1317 1183 10%
Cycle 71 68 4% 76 68 10%
Taxi 12 12 0% 12 13 -8%
Bopodi Junction
Modes
TW 5896 6276 -6% 5896 6276 -6%
Car 3351 3115 7% 3351 3115 7%
Auto 1209 1209 0% 1210 1209 0%
Cycle 12 13 -8% 12 11 8%
Taxi 23 26 -13% 23 25 -9%
Khadki Police Chowk
Modes
TW 4992 4259 15% 4993 4259 15%
Car 3038 2610 14% 3038 2610 14%
Auto 969 882 9% 970 882 9%
Cycle 31 31 1% 30 31 -3%
Taxi 79 74 6% 79 74 6%
Dole Patil Chowk
Modes
TW 4946 5633 -14% 4946 5633 -14%
Car 2115 2418 -14% 2115 2418 -14%
Auto 2479 2609 -5% 2479 2609 -5%
Cycle 54 61 -14% 55 61 -12%
Taxi 181 204 -13% 181 189 -5%
Page 8-16
Sivaji Chowk
Modes
TW 4703 4459 5% 4702 4459 5%
Car 3040 2798 8% 3040 2798 8%
Auto 820 913 -11% 819 813 1%
Cycle 27 30 -11% 28 30 -7%
Taxi 666 595 11% 666 595 11%
Wagheswar Chowk
Modes
TW 3803 3227 15% 3803 3227 15%
Car 1985 1713 14% 1996 1713 14%
Auto 234 212 9% 252 213 16%
Cycle 26 26 0% 26 26 0%
Taxi 161 152 6% 150 152 -1%
Janak Baba Junction
Modes
TW 4023 3663 9% 4023 3663 9%
Car 2811 2377 15% 2811 2377 15%
Auto 477 425 11% 477 425 11%
Cycle 17 16 4% 17 16 4%
Taxi 201 174 13% 201 174 13%
Institutional Bus 51 54 -6% 51 54 -6%
8.6.3 Public Transport Assignment

The output network of the private vehicle assignment is used for public transport assignment.
The public transport (buses and share autos) assignment process considers the following
parameters for route enumeration and evaluation:
 Access And Egress Travel Time
 Initial Wait Time
 In-vehicle Travel Time
 Fare
 Transfer Penalty
The public transport assignment is carried out in terms of passenger trips. The estimated
sectional loads are compared with observed sectional loads (from occupancy survey) at junction,
screen line and cordon locations. The network and matrices are checked and corrected until the
difference between estimated sectional load and observed sectional load comes with in allowable

Page 8-17
limit of +/-15%. The results of Public Transport Validation is presented in Table 8-8 to Table
8-10
Table 8-8: Public Transport Validation at Cordon Locations
In-bound Traffic Out-bound Traffic
(Towards Pune) (Away from Pune)
Modes
% %
Observed Assigned Observed Assigned
Difference Difference
Outer Cordon
Public Transport
4449 4436 0% 3470 3862 -11%
(Bus, Share Auto)
Inner Cordon
Public Transport
8311 8212 1% 8583 7475 13%
(Bus, Share Auto)
Table 8-9: Public Transport Validation at Screen-line Locations
West to East East to West
Modes %
%
Observed Assigned Observed Assigned Differ
Difference
ence
Screen line 1
Public Transport
10318 11420 -11% 9788 11152 -14%
(Bus, Share Auto)
North to South South to North
Modes Observ Assigne % Assigne %
Observed
ed d Difference d Difference
Screen line 2
Public Transport
21510 21213 1% 20329 18391 10%
(Bus, Share Auto)
Table 8-10: Public Transport Validation at Junctions
Kapote Chowk
Modes
Public Transport
9196 9481 -3% 9177 9481 -3%
(Bus, Share Auto)
University Chowk
Modes Towards the Junction Away from Junction
Public Transport
3721 3513 6% 3723 3664 2%
(Bus, Share Auto)
Nalstop Chowk
Modes
Public Transport
4743 5192 -9% 4743 5193 -9%
(Bus, Share Auto)
Khadki Police Chowk
Modes
Public Transport
4241 3969 6% 4248 3969 7%
(Bus, Share Auto)
Page 8-18
Dole Patil Chowk

Modes
Public Transport
4616 5088 -10% 4628 4583 1%
(Bus, Share Auto)
Sivaji Chowk
Modes %
Observed Assigned % Difference Observed Assigned Differe
nce
Public Transport
3452 3126 9% 3449 3126 9%
(Bus, Share Auto)
Wagheswar Chowk
Modes
Public Transport
1480 1455 2% 1394 1455 -4%
(Bus, Share Auto)
Janak Baba Junction
Modes
Public Transport
3831 3912 -2% 3864 3862 0%
(Bus, Share Auto)
8.7 Calibration of the Base Year Travel Demand Model

The cost skims and validated matrix obtained from the validation process will be used for
calibrating trip end and trip distribution cum mode choice model. The calibration process is
presented in Figure 8-9.

Page 8-19
Figure 8-9: Calibration Process
8.7.1 Trip End Models

Trip generation and attraction models is built by regressing the generations/attractions of the
validated matrices with planning variables such as population and employment etc. The trip end
model built for Pune is presented in Table 8-11.
Table 8-11: Trip End Model
2
Equation R value F-value t value
Trip Generation
Generation = 0.0810 x Population + 190.92 0.70 251.96 2.24
Trip Attraction
Attraction = 0.1342 x Employment + 982.39 0.72 541.93 9.77
8.7.2 Trip Distribution and Mode Choice Function

The trip distribution and mode choice are combined to form a combined trip distribution and
modal split phase using a conventional doubly constrained gravity model of the form:
Tijm= riGisjAjFijm
Page 8-20
Where, T = number of inter zonal trips between zone i& j and by mode m
G = Total generation trip ends by zone
A = Total attraction trip ends by zone
I = Generation Zone
j = Attraction Zone
r,s = Balancing factors (constants)
Fijm = Deterrence function for mode m
Fijm= Km e-βcijmCijm α
Where, K = Constant Factor

C = Generalized Cost
b = Calibration Constant –Exponential function
α = Calibration Constant- Power function
Double Constraints are imposed by ensuring that
ΣjmTij= Giand ΣimTij= Ai

The mode wise calibrated parameters are presented in Table 8-12.
Table 8-12: Mode-Wise Calibrated Parameters for Trip Distribution and Mode Choice
Mode Type K α β
TW 6.8 0.03 17
Car 0.45 0.01 3
Auto 35 0.6 26
Taxi 0.27 0.4 5
Public Transport 4.9 0.11 17
8.8 Base Year Travel Characteristics

The calibrated trip end and distribution cum mode choice functions is used to produce synthetic
trip matrices for base year. The observed travel characteristics such as mode share, Trip length
distribution, travel speed along major corridors is compared with the travel characteristics
estimated through synthetic model to check the reliability of the base year model. The calibration
procedure of trip end, distribution cum mode choice functions is repeated until the comparison
results are satisfactory. Once satisfactory results are achieved then the model is ready for
forecasting the future travel demand. The base year travel demand modeling process is
presented in Figure 8-10

Page 8-21
Figure 8-10: Base Year Travel Demand Model
8.8.1 Comparison of Travel Characteristics

The comparison of various travel characteristics of the observed and synthetic model is
Table 8-13: Comparison of Mode share and Average Trip Length
Mode share Average Trip Length (in km)

No. Mode Type
Observed (%) Estimated (%) Observed Estimated
1 TW 57 57 7.18 7.68
2 Car 14 14 12.55 12.8
3 Auto 8 8 6.7 6.2
4 Taxi 2 2 11.85 11.71
5 Public Transport 19 19 7.34 8.18
The comparison of trip length distribution is presented in Figure 8-11 .

Page 8-22
Figure 8-11: Comparison of Trip Length Distribution

From the above comparisons, it is observed that the synthetic model replicates the travel
characteristics observed at ground. Therefore, the model is calibrated well and can be used for
forecasting the travel demand in the future.
The base year travel characteristics are presented in Table 8-14.

Table 8-14: Base year Travel Characteristics
Base Year-2018
Trips Assigned in Peak Hour 5,28,281
Private Vehicle Trips 3,75,425 (71%)
IPT Vehicle Trips 55,913 (10%)
Public Transport Trips 96,942 (19%)
Average Trip Length in km 7.91
Average Network Speed 20.81
Vehicle Kilometres in PCU-km (Excluding PT) 38,29,533
Passenger Kilometres (Public Transport) 21,16,246
Emissions in Tons per day 158
The base year Volume over Capacity ratio, traffic flow, public transport flow along the major
roads and travel pattern in the form of desire line diagrams is presented from Figure 8-12 to
Figure 8-15.

Page 8-23
Figure 8-12: Base Year 2018 – Volume over Capacity Ratio

Page 8-24
Figure 8-13: Traffic Flow along Major Corridors for Base Year 2018

Page 8-25
Figure 8-14: Public Transit Flow along Major Corridors for Base Year 2018

Page 8-26
Figure 8-15: Desire Line Diagram – (Mode-wise) for Base Year 2018

Page 8-27
8.9 Travel Demand Forecast

8.9.1 Forecast Assumptions
The forecast assumptions considered in the travel demand Modelling are as follows:
 The trip rate will grow at the rate of 1% per annum, the assumption is based on the study
conducted by “Ministry of Urban Development on Traffic and Transportation Policies and
Strategies in Urban areas in India”, 2008 for the cities with population greater than 80
lakhs will grow at 1% per annum for the forecast years. This is also corroborated with the
per capita growth rate arrived in DPR for Pune Metro and Comprehensive mobility plan for
PMC is between 0.93- 1.1%.
 Vehicle Operating Cost (VOC) for Two-wheeler will grow at -1% per annum and car will
grow at -0.5% per annum considering that the efficiency of Engines will improve in the
future due to improved vehicle technology resulting in fuel efficiency and better road
conditions. The maintenance costs have also decreased due to technology.
 Value of Time (VOT) will grow at 2% per annum in line with per capita income growth in
real terms (above inflation). Per capita income of Maharashtra is growing at 6% per
annum since last 5 years, considering the inflation; the per capita income is assumed to
grow at 2% above inflation.
 The public transport fare and Auto-rickshaw fare will grow with respect to inflation
 The fare considered for metro is same as that of revised DMRC fare structure. The
frequencies of metro services are assumed with headway of 5 minutes.
8.10 Travel Demand Scenarios

Following are the various scenarios tested in the travel demand model and the results are
discussed in the subsequent sections.
 Business-As-Usual Scenario
 Sustainable Urban Scenario (Transport Network Improvements + Public Transport
Improvements)
Business-As-Usual Scenario
In this scenario, the transport infrastructure facilities such as road characteristics will continue to
be the same as in the base year. The travel characteristics for Business-As-Usual Scenario are
presented in Table 8-15. The following considerations are made in the Business-As-Usual
scenario:
 Committed proposals such as metro, missing links, road widening are considered
 Committed proposals such as HCMTR for PMC, PCMC and ring road proposals are
considered.
 Number of buses will be deployed will be based on the past trends and the Bus supply
index will be maintained at the present level.

Page 8-28
Table 8-15: Business-As-Usual Scenario
Business-As-Usual Scenario Year-2018 Year-2028 Year-2038

3,75,425 5,51,633 7,63,023
Private Vehicle Trips
(71%) (74%) (76%)
55,913 82,967 1,17,855
IPT Vehicle Trips
(10%) (11%) (12%)
96,942 1,07,853 1,22,204
Public Transport Trips
(19%) (15%) (12%)
Sustainable Urban Scenario (Transport Network Improvements + Public Transport

Improvements)
In this scenario, along with committed projects new road network improvements, public transport
improvements such as new metro and BRTS routes are considered. The travel characteristics of
transport network improvements + public transport scenario is presented in Table 8-16. The
following considerations are made in this scenario:
 New Metro Lines/ BRTS lines
 Bus Augmentation considering demand
 New Bus Routes
 Development of DP roads and new road network improvements
Table 8-16: Sustainable Urban Scenario

3,75,425 4,64,646 5,31,632
Private Vehicle Trips
(71%) (62%) (53%)
55,913 64,210 70,216
IPT Vehicle Trips
(10%) (9%) (7%)
96,942 2,13,583 4,01,232
Public Transport Trips
(19%) (29%) (40%)
Vehicle Kilometres in PCU-km (Excluding
38,29,533 61,67,679 79,26,138
PT)

Page 8-29
The Volume over Capacity Ratio, traffic flow, public transit flow and Desire line diagrams for
various scenarios for the year 2038 are shown from Figure 8-16 to Figure 8-22.
Based on the modelling results and recommended proposals, around 40% public transport share
is achievable by 2038. In order to achieve 50% of the public transport share, following steps are
required.
 Currently there is a clear bias for road supply and capacity improvements, grade
separators etc., over the public transport and NMT improvements. Private vehicles such
as two wheelers are able to compete with public transport due to the various policies of
government. The increasing disposable incomes are encouraging people to opt for private
vehicles in the absence of high quality public transport as well as lag in implementation of
proposals in line demand. The above scenario must change in future to achieve the
sustainable mobility.
 The cost of using private vehicles should be made substantially higher than public
transport. Public transport for every market segment and social strata should be
developed. Fares of the public transport should be kept at affordable level to people. More
focus and policies should be framed so that non-fare box revenue can be maximized.
 Though NUTP-2014 clearly outlines the need for substantial share of Public transport and
NMT for sustainable mobility, it is very often seen that actions by various agencies are
contrary to the policies.
 Discourage ownership of private vehicles by high registration charges
 Demand Management such as high parking charges
 Pollution tax on private vehicles
 Encouraging the shared use of vehicles

Page 8-30
Business-As-Usual Scenario 2038
Sustainable Urban Scenario 2038

Figure 8-16: Volume over Capacity Ratio 2038

Page 8-31
Figure 8-17: Traffic Flow – Business-As-Usual Scenario 2038

Page 8-32
Figure 8-18: Public Transit Flow – Business-As-Usual Scenario 2038

Page 8-33
Figure 8-19: Desire Line Diagram – Mode-wise – Business-As-Usual Scenario 2038

Page 8-34
Figure 8-20: Traffic Flow – Sustainable Urban Scenario 2038

Page 8-35
Figure 8-21: Public Transit Flow – Sustainable Urban Scenario 2038

Page 8-36
Figure 8-22: Desire Line Diagram – Mode-wise – Sustainable Urban Scenario 2038

Page 8-37
8.11 Comparison of Travel Characteristics of Pune with Other cities

Various travel characteristics of Pune is compared with the characteristics of other cities and
Table 8-17: Comparison of Travel Characteristics of Pune with other cities
Parameter Pune Mumbai Delhi Kolkata Chennai Bengaluru Hyderabad Ahmedabad
Public 17% 78% 54% 77% 47% 42% 40% 33%

Transport
Share (%)
PCTR (All) 1.40 1.79 1.48 1.49 1.59 1.48 1.26 1.46
Average 9.05 13.95 12.74 4.82 15.52 13.71 13.05 10.07

Trip length
in Km by
Car
CO2 0.17 0.05 0.12 0.05 0.19 0.19 0.23 0.13

Emissions
(Kg/day)
Source: “Why it is difficult to come up with viable public transport model for all cities”, Economic Times
th
dated October 6 2018
It can be observed that the share of public transport is very less compared to other major cities of the
country. Also it can be noted cities like Hyderabad and Bangalore have a share of 40%. In view of
above, major efforts from all stakeholders in PMC and PCMC are required to enhance the share of
public transport.

Page 8-38
8.12 Mobility Indicators

The mobility indicators of the study area for base year, horizon year for BAU scenario and
Sustainable transport scenario is analysed and presented in Table 8-18. It can be noted that
significant improvement in transport infrastructure post implementation of CMP Proposals.
Table 8-18: Mobility Indicators for BAU and Sustainable Transport Scenarios
No. Mobility Indicator Base Year BAU Scenario Sustainable

Transport Scenario
1 Presence of Organized
Public Transport System 91.89% 91.89% 100%
in Urban Area (%)
2 Extent of Supply
Availability of Public 0.34 0.24 0.64
Transport
3 % of Fleet as per Urban

48% 48% 100%
Bus specification
4 Percentage of City
Covered (%) by 17% 17% 80%
Footpaths
5 % of Network Covered
3% 3% 25%
by NMT facilities
6 Average speed of
Personal Vehicles 21 14 20
(Kmph)
7 % network with exclusive

3.8% 18% 43%
ROW for transit
8 Availability of Passenger
24.22% 57% 75%
Information System
Source: Consultant’s Analysis

Page 8-39
Chapter-9
Urban Mobility Plan
Chapter 9 - Urban Mobility Plan

9.1 General
The mobility plan provides alternatives to enhance mobility for all users and all modes of travel.
Based on the analysis of existing urban transport, land use and transport scenario, urban mobility
plan is prepared.
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 advocates planning for the mobility of
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.
Mobility plan essentially includes a well-connected network of complete road hierarchy,

measures to shift from unsustainable modes to sustainable modes and integrate freight planning
with urban transport. It comprises of the following plans to cater to all the modes of transport:
1) Integrated Land Use and Urban Mobility Plan
2) Public Transport Improvement Plan
3) Road Network Development Plan
4) NMT Facility Improvement Plan
5) Freight Movement Plan
6) Mobility Management Measures
7) Fiscal Measures
The above plans are further divided into immediate, short term, medium term and long term
proposals. Short and medium term proposals are the measures that bring relief in short and
medium term. Short term improvement measures usefulness lasts for about 2 to 5 years. To
cater to the demand in 5 to 20 years, medium and long term proposals are formulated.
Before framing the proposals, Consultants have contacted the stakeholders as well as officers
from various organizations in the study area. The details of key Stakeholders met and the
information/ suggestions received is presented in Annexure 9-1.The annexure also contains the
list of officers met for collecting information on transport issues, possible solutions etc.
Consultants again discussed the draft proposals with individual stakeholders after submission of
report.
9.2 Integrated Land Use and Urban Mobility Plan

Inter-relation of land use and transport
Spatial growth of city is guided by development of transport corridors and facilities i.e. Ring and
Radial Roads, Rail, Metro, Airport etc. On the other hand, development of industrial, institutional
areas triggers investments in transport. Thus land-use and transport are inter-related. Therefore,
any investments in transport should duly consider the land-use and any change in land-use
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should evaluate the transport requirements. The inter-relation of land-use and transport is shown
in the Figure 9-1.
The land-use and transport integration will have following benefits:
 Reduces the trip lengths
 Reduces vehicle-km
 Encourages trips by NMT for short trips and public transport for long trips
 Optimizes the investments in transport
 Ensures effective utilization of transport infrastructure, facilities and transport services
 Reduces accidents and vehicular pollution
 Reduces the overall cost of travel within the city and thus improve economic
competitiveness of the city
Thus, sustainable transport is only possible if land-use and transport are integrated.
Figure 9-1: Sustainable Transport – Integration of Land-Use and Transport
Development of Ring Roads

Over the years, Pune has grown in concentric rings. While the radial roads have been well
developed, ring roads could not be developed so far due to various land constraints. However,
currently major efforts are underway to develop the ring roads i.e. HCMTR and Regional Ring
Road.
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HCMTR for PMC

The proposed HCMTR1 as part of the development plan in Pune will act as an inner ring road
cum transit corridor. The DPR for the same was completed and funding for the project is being
firmed up now. The estimated cost of HCMTR is above Rs.8300 crore excluding the land
acquisition cost. However, it is not a full ring as Khadki Cantonment areas does not allow
development of full ring unless cantonment authorities permit the development of HCMTR in
cantonment areas.
HCMTR for PCMC

HCMTR for PCMC is proposed in Development Plan of PCMC, which is expected to be
implemented shortly. There is no land acquisition involved in development of HCMTR in PCMC.
PMRDA Ring Road

PCMC is being implemented by PMRDA. The Ring road will connect highways such as Pune-
Nashik, Mumbai-Pune-Solapur, Pune-Ahmednagar and Pune-Satara. The width of the ring road
corridor is 110 m. The ring road is 6-lane highway configuration with expressway standards with
provision of 8-lane configuration in future. PMRDA is planning to develop around 20 Town
Planning schemes (TPS) along the ring road to integrate the land-use with transport. Based on
the demand, it is likely further TP schemes will be identified. The main objective of the Ring road
is two-fold.
(b) To catalyse the dispersal of urban growth
As per the PMRDA proposal, 80 m is planned for Road portion (LHS 40 m and RHS 40 m) for
intercity and local traffic and middle 30 m is planned for Metro. The projected traffic on ring road
is based on consultants estimate is around 1 lakh PCUs by 2038. It is approximate estimate as
location of TP schemes along the ring road is not yet finalized.
It is important that PMRDA should finalise the cross-section for each section and it should
address how cross traffic due to the developments on either side is handled. The grade
separation only at major highways may not be sufficient. There will be requirement of crossing at
every 1-2 km both for vehicular and pedestrian movement. If at- grade metro is proposed at
center, the accessibility to metro stations needs to be finalized. The toll can only be charged for
inter-city traffic and therefore, toll plaza locations needs to be identified initially which will require
more land. The ring road is not just road development project but also urban development
project. It will trigger developments in adjoining areas and therefore integration of developments
on either side of ring road and planning for crossing facilities for both vehicular and pedestrian
traffic is very critical.

Considering the distance between planned HCMTR which will act as an inner ring road and
regional ring road, there is a need for intermediate ring road. However, there are severe
constraints especially hills, defense lands etc., which have been discussed in Chapter on Urban
Growth. The intermediate ring road if developed will improve the circulation of traffic and reduce
the vehicle-km and achieve better land-use transport integration. The projected peak traffic on
1
High Capacity Mass Transit Route
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intermediate ring road is 6,000 PCUs in 2028 which will require 4-lane configuration. Beyond,
2028, 6-lane configuration will be required. Therefore, Intermediate ring road should be
developed for 6-lane configuration.
Transit Oriented Development (TOD)
TOD along the Metro / BRTS Corridors

Spatial growth of Pune region has taken place towards employment nodes and in areas which
are closer to these nodes and areas which gives immediate connectivity to these nodes.
Intensification is expected along the proposed Mass Transit Corridors (Metro/BRTs) due to
Transit Oriented Development (TOD). TOD is encouraged by provision of higher FSI along the
transit corridors as per Development Control Regulations-2017 of PMC. For road widths from 24
m to 30 m, a maximum permissible FSI of 3.5 is allowed whereas for the road widths above 30
m, 4.0 FSI is allowed as per the Pune Development Plan. The proposed FSI along Metro/BRTS
corridors is presented in . PCMC needs to adopt the similar FSI guidelines to encourage the TOD
along the mass transit corridors Table 9-1 .
Table 9-1: FSI proposed along Metro/BRTS corridors in Pune
Plot Area Road Width

in Sq.m Less than 9 m 9-12 m 12-18 m 18-24 m 24-30 m >30 m
Below 1,000 1.5 2.0 2.0 2.0 2.0 2.0
1,000 to 2,000 1.5 2.0 2.5 2.5 2.5 2.5
2,000 to 3,000 1.5 2.0 2.5 3.0 3.0 3.0
3,000 to 4,000 1.5 2.0 2.5 3.0 3.5 3.5
Above 4,000 1.5 2.0 2.5 3.0 3.5 4.0
Source: Pune DCR-2017
TOD along the Rail Corridor

It is pertinent to note here that even along the suburban line, Pune to Akurdi, the population
density is lower than the overall city density. This is due to the significant alignment passes
through Cantonment and institutional areas. In addition to above, hardly any investments have
gone towards up gradation of the suburban line as compared to the investments made for
development of roads. The frequency of trains is low and the most of the station surrounding
areas are congested with poor access. There is a need to implement Station Area Traffic
Improvement Schemes (SATIS) around the suburban stations for improving circulation, access
roads and parking facilities etc. Quadrupling of railway line from Pune to Lonavala which was
under consideration of railways since long time and finally it was approved in 2015-16 railway
budget. Due to budget constraints and land acquisition issues the implementation of the project
may take long time. There is no concrete time frame and funding for implementation of the
project.
Once quadrupling of rail line completed, the rail corridor should be declared as TOD Corridor.
Air Port Connectivity

The new green field airport is proposed near Purandhar taluka of Pune District. The projected
airport passenger 47 million and cargo is estimated to be 2 lakh tonnes by 2035 as per the DPR
prepared by Maharashtra Airport Development Company (MADC) for the Greenfield Airport. The
current road and rail access is not good as it passes through the hilly terrain.
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The current railway line from Pune to Jejuri takes a detour route due to steep hilly terrain in
between. Considering value of time of airport users, high speed road and rail/metro link needs to
be developed. The efficacy of proposed Airport depends upon the faster road and rail links from
the city. The travel time from core city to Airport should ideally be 45 to 60 min.
Development of Inter State Bus Terminus (ISBT)

The development of ISBTs at outskirts will not only reduce the congestion in core areas but also
trigger the development in surrounding areas. These developments will bring about land-use
changes in the surrounding areas.
The proposed major urban and transport infrastructure projects as well employment nodes will
define the future growth direction. The proposed ring road, TP schemes and other major growth
nodes are presented in the Figure 9-2.
Figure 9-2: Proposed Ring Road and TP Scheme Maps
9.3 Public Transport Improvement Plan

9.3.1 General
Public Transport Improvement Plan is prepared by assessing the current public transport system
deficiencies, identification of areas for improvement like fleet augmentation, rationalization of
routes and measures to improve the quality of services such as use of ITS. Further, mass
transport corridors are identified based on future travel demand measured in terms of peak hour
peak direction traffic (PHPDT). Selection of system for each identified corridor is recommended
based on capacity of the system and other considerations like cost, constructability, technology
etc., and availability road right-of-way (ROW).
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The public transport improvement plan also includes proposals for last mile connectivity,
terminals (access, egress, waiting and circulation areas, information boards etc.), stops and
intermodal integration facilities. The plan also discusses the accessibility issues for pedestrians
and cyclists, the differently abled and elderly people.
The current share of public transport trips in the study area expand about 16.5% ( as a
percentage of motorized trips) as against the desired share of 70% as per URDPFI Guidelines,
2014; Ministry of Urban Development considering the combined population of PMC and PCMC.
These guidelines are presented in Table 9-2. This clearly indicates that public transport share is
quite low in overall motorized trips and therefore, there is an immediate need to step up
investments for public transport in the study area.
Table 9-2: Desired Share of Public Transportation as per URDPFI Guidelines
Recommended Share of
No. City Population
Public Transport (%)
1 Below 1 million 30
2 Around 1 million 35
3 1.5 Million 40
4 3 Million 50
5 6 Million 70
6 9 Million 75
Source: URDPFI guidelines, 2014
9.3.2 Exiting Public Transport Scenario

The public transport system in the study area consists of mainly bus transport operated by Pune
Mahanagar Parivahan Mahamandal Ltd (PMPML) which is formed by merging of Pune Municipal
Transport (PMT) and Pimpri-Chinchwad Municipal Transport (PCMT) in June, 2007. The
Suburban Railway (EMUs) operated by Central Railways connects Pune to the industrial town of
Pimpri-Chinchwad and the hill station of Lonavala which is located about 60 km from Pune.
PMPML has a fleet of 1500 buses (1382 buses on road) running on 371 routes making 17,000
trips and carrying 10.79 lakh passengers per day. The average passenger per bus per day is
770. PMPML fleet is quite old and an average age of the fleet is 8 years. The old fleet consumes
more fuel, emits more pollutants and results in frequent breakdowns and higher O&M cost. It is
also unattractive to users which may induce people to shift to personal vehicles.
During last financial year 2017-18, PMPML had reported a total of 13, 206 breakdowns which
translates to about 1,100 breakdowns every month. This clearly indicates the poor condition of
buses and inconvenience caused to the passengers.
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In 2013-14, PMPML had carried 11.64 lakh passengers but currently (2017-18), it is carrying
about 10.79 lakh which indicates there is a decline of 7% ridership in last 3 years. During 2013,
PMPML operated 1794 buses (which include 272 hired buses) on 370 routes.
The PMPML2 has recently announced to purchase 1,000 buses in which 500 are electric buses,
400 are CNG buses and 100 are diesel buses.
PMPML is also operating 61 km of BRTS on various routes. Another 50 km of BRTS is under
planning/ implementation which include remodelling of exiting BRTS i.e. Pilot BRTS. BRTS in
Pune is not a closed BRTS. It is running in mixed traffic conditions on several critical sections. It
does not have grade separation at intersections but have signal priority. The system lacks
intermodal stations to transfer the passengers from one line to another. The condition of buses is
poor and the network is disjointed. The details of existing and proposed BRTS corridors are
Table 9-3: BRTS Corridors
Length (in Km)

No Corridor Name Length
Dedicated Mixed
Existing BRTS Corridors
1 Nagar Road 14 8 6
2 Sangamwadi-Vishrantwadi 8 8 0
3 Sangvi Phata- Kiwale 14 14 0
4 Nashik Phata – Wakad 8 8 0
Rainbow 44 38 6
5 Pilot BRTS 17 10 7
A Total Existing BRTS 61 48 13
Committed BRTS Corridors
1 Dapodi - Nigdi 12 12
2 Kalewadi Phata – Dehu Alandi 10.25 10.25
3 Shivaji Nagar - Dapodi 6 6
4 Shivaji Nagar – Pune University 4 4
5 Pune University - Aundh 3.5 3.5
6 Bhopkel - Alandi 9 9
7 Nigdi to Kiwale 5.2 5.2
A Total Committed BRTS 50 50
A+B Total BRTS 111 98 13
2 th
“PMPML to acquire 1000 new buses reintroduce punching passes”, TOI dated 24 May, 2018
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Figure 9-3: Existing and Committed BRTS Corridors in the Study Area
The major issues with respect to city bus system are:
 Declining share of public transport trips over the years and diversion to private vehicles
 Deterioration in the quality of public transport service
 Inadequate and aged fleet and frequent breakdowns of buses
 Lack of comfort and safety
 Lower frequency of services
 Poor maintenance of buses and inadequate terminal facilities
 High operating costs resulting in financial losses
 Lack of financial resources to augment the system
 Unavailability of real time information system for the management of unexpected events,
delays and service disruptions; However last year, in 2017, PMPML has introduced a
Command and Control Center (as an IT initiative) that centrally monitors daily operation of
buses, tickets issuance schedule adherence etc. Also, the center is equipped with facilities
that facilitate breakdown services, incident management and emergency helpline.
 High taxation on public buses at higher rates than private vehicle users
 Lack of route rationalization at regular intervals to optimize the operations
 BRT buses run in mixed traffic on several sections and the some of the BRTS routes are
overlapping with city bus routes.
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 Partial implementation of BRTS, disjointed network, poor quality of buses, lack of good
frequency of services, non-uniform standards, lack of network integration and intermodal
facilities are the major issues of BRTS.
One of the goals identified as part of the CMP vision is to increase the public transport share
(Motorized trips) to 50% from the existing 16.5%. To achieve the target, augmentation of bus
services, route rationalization, planning and development of intermodal stations, use of ITS for
better user interface and improving the operational efficiency, increasing the coverage and use of
mini/midi buses in low density corridors etc., are required.
To improve financial position, PMPML should explore non-fare box revenue sources as
increasing the fare is difficult. Bangalore Metropolitan Transport Corporation (BMTC) has
successfully leveraged lands at terminals and depots and generated steady stream of revenues
from commercial developments as well as from advertisement. PMPML can also do the same as
Development Control Regulations (DCR) of Pune allows higher FSI in TOD Zone. The PMPML
which is playing a dominant role in providing the public transport will continue to play critical role
in future as well.
9.3.3 Route Rationalization and Restructuring

The route rationalization implies modifying the frequency of services based on the travel demand
at regular intervals, removing the redundant services, partial withdrawal of services where higher
order public transport system like Metro is operational. This will help in optimizing the services
which can be deployed in uncovered areas. It can be noticed that, majority of PMPML routes are
long distance routes which incur losses in operations due to non-adherence to schedule. Short to
medium distance services with high frequency is required with good transfer facilities, which is
known as hub and spoke concept. This is expected to improve occupancy and adherence to
schedule.
A detailed operational planning study needs to be carried out to rationalize the bus routes and to
improve the efficiency of in the bus operations.
The present catchment area (0.25 km on either side Bus Route) is shown in Figure 9-4. It can be
observed that coverage of the PMPML is fairly good. However, frequency of services is critical to
achieve the desired shift to public transport. The bus frequency map of PMPML is also super
imposed with employment and population to understand the PMPML coverage and shown in
Figure 9-5 and Figure 9-6. The services need to be increased to the rapidly growing areas in
suburbs such as
• Shikrapur
• Charoli
• Wadgoanshinde
• Manjari khurd
• Kesnand
• Chande
• Nande
• Kirkitwadi
• Yewlewadi
• Handewadi
• Punawale
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Figure 9-4: Catchment Area of PMPML Bus in the Study Area
Figure 9-5: Map of PMPML Bus Frequency and Population
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Figure 9-6: Map of PMPML Bus Frequency and Employment
9.3.4 Bus Augmentation

At present, the bus supply index (buses per lakh of population) is 30 which need to be increased
to 50 buses per lakh population3 as per norms and practices. The fleet size is estimated based
on following two methods:
 Bus Supply Index – 50 buses per lakh population
 Based on travel demand
Fleet Estimation based on Bus Supply Index

As per rule of thumb, in base year the study area needs 3000 buses for 60 lakh population.
There is a shortfall of 1500 buses in the base year. Similarly, the city needs almost 3800 buses in
next 10 years.
Table 9-4: Fleet Estimation
No Year Number of buses **

1 2018 3000
2 2023 3400
3 2028 3800
** This includes the feeder services (Mini/Midi Buses) to Metro, Suburban Rail and BRTS
3
As per JNNRUM, norm of 50 buses per lakh population was considered for cities above 4 million and 40 buses
per lakh population for cities between 0.5 million and 4 million population
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Recently, PMPML has announced procurement of 1000 buses. This may not be adequate and
some of the buses may be used to replace to the existing old fleet.
9.3.5 Bus Terminals and Depots
Intra-city Bus Terminals

The existing PMPML bus terminals and the area (in acres) are presented in Table 9-5 and
Figure 9-7. Considering the requirement of augmentation of bus services, there is a need to
increase the capacity of existing terminals by redeveloping the terminal area utilizing the higher
FSI and identifying the new terminal locations.
Table 9-5: Existing PMPML Bus Terminals
No. Name Area (Acre)
1 P.M.C. 2.0
2 Deccan 1.0
3 Shivaji Nagar** -
4 Pune Railway Station 0.08
5 Market Yard Last Bus Stop** -
6 Mahatma Gandhi, Pulgate 1.0
7 Khadki Bazar 1.0
8 Hadapsar 0.5
9 Khothrud Terminal 0.5
10 Sarasbaug 0.5
11 Chinchwad 0.3
12 Swargate 1.0
13 Katraj Zoo 0.5
14 Katraj BRT 0.5
15 Pimple Gurav 0.5
16 Pimpri Chowk 0.5
17 Bhosari PMT Chowk 0.5
18 Nigadi Chowk 0.1
19 Bhakti Shakti 3.0
20 Alandi 0.5
21 Saswad 0.5
Note: ** bus terminals does not have exclusive area, they are operating from road side area
Upper and Bhekrainagar Depots are acting like Depot cum terminal. Therefore, small terminal
can be developed with amenities such as information boards on bus routes, schedules, drinking
water and toilet facilities etc.
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Figure 9-7: Existing PMPML Bus Terminals in the Study Area

Based on the review and analysis, up-gradation and expansion of several terminals are proposed
and same is presented in Table 9-6 .
Table 9-6: Proposals for Existing PMPML Bus Terminals
Additional
PMPML Bus
No. Up-gradation Area Remarks
Terminals
Required
To decongest the Hadapsar gadital
1 Hadapsar Bus Stand ✓
Junction
Terminal area is underutilised and
many of the buses are standing on
road side, it lacks proper passenger
2 Pune Railway Station ✓
facilities like waiting area, public
convenience facilities, Passenger
Information System (PIS)
To decongest the Katraj Junction
and to organise the movement of
3 Katraj PMPML ✓
buses, to facilitate the safe
pedestrian movement
Passenger Information System
(PIS) and Passenger amenities can
4 Mahatma Gandhi ✓
be improved such as shelter,
drinking water, toiletries etc.
Passenger Information System,
Bus and passenger circulation has
5 Bhakti Shakti ✓
to be improved, restriction of entry
of private vehicles
Bus bays and passenger facilities
6 Nigdi Bus Stand ✓ like shelter, passenger waiting and
seating facilities, public
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Additional
PMPML Bus
No. Up-gradation Area Remarks
Terminals
Required
convenience amenities like
toiletries and drinking water.
To decongest the Alandi Chowk
and organise the movement of
7 Bhosari ✓
buses, to facilitate the safe
pedestrian movement
Passenger Information System and
Bhosarigaon Bus passenger facilities like waiting and
8 ✓
stand convenience facilities need to be
improved
(PIS) and Passenger amenities can
9 Chinchwad ✓
be improved such as shelter,
Restriction parking around the bus
terminal, Boarding and Alighting
10 Kiwale ✓
facilities to the bus has to be
improved
(PIS), Bus circulation area can be
11 Chikhali ✓ improved, Passenger amenities
such as shelter, seating facilities,
(PIS), Bus circulation area can be
12 Alandi ✓ improved, Passenger amenities
can be improved such as shelter,
Note: All the terminal's access roads, circulation areas, parking facilities needs to be improved
New PMPML Bus Terminals are proposed at following locations and the same is presented in
Table 9-7 and in Figure 9-8.
Table 9-7: Locations of Proposed PMPML Bus Terminals
No. Locations
1 Talegaon
2 Chakan
3 Ambegaon Narhe
4 Dhayari
5 Talwade MIDC
6 Hinjewadi
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Figure 9-8: Proposed PMPML Bus Terminals in the Study area
Bus Depots
The existing PMPML bus depots are presented in the Table 9-8 and Figure 9-9.
Table 9-8: Existing PMPML depots in the study area
Approx. Area
No. Name of Depot No. of Buses
(in acres)
1 Swargate 2.5 204
2 Shivaji Nagar ( N.T. Wadi) 3.0 207
3 Kothrud 6.0 183
4 Katraj 6.0 207
5 Hadapsar 6.0 140
6 Market Yard 1.0 79
7 Pune station 4.0 130
8 Nigdi 9.0 168
9 Bhosari 2.0 123
10 Pimpri 3.5 147
11 Bhekrainagar 3.35 55
12 Shewalwadi 4.0 37
13 Balewadi 3.37 26
14 Upper Depot 3.00 -
15 Kumbre Park, Kothrud Depot 2.50 -
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Figure 9-9: Existing PMPML Bus Depots in the Study Area

At present, PMPML has 15 bus depots and 2392 bus stops and is planning to establish a depot
over an area of 2 acres at Shindewadi to decongest the Katraj Depot. In addition to this, bus
depots are required at few developing areas which are presented in the Table 9-9.
Table 9-9: Proposed Bus Depots
No. Locations
1 Talegaon
2 Chakan
3 Ambegaon Narhe
4 Dhayari
5 Chikhali
6 Talwade MIDC
7 Hinjewadi
8 Vallabh Nagar
9 Alandi
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Figure 9-10: Proposed PMPML Bus Depots

The suggested locations act as origin or destination points for the future routes and minimize the
dead mileage. At each proposed location, minimum 2 hectare of land is required for 100 buses. It
is desirable to have 5 hectares which includes land for terminal to accommodate future growth. In
absence of sufficient land, the possibility of multi-storey bus parking could be explored.
At present, all the depots are saturated except Bhekrainagar, Shewalwadi and Balewadi. These
depots will not be able to accommodate the future demand. Therefore, there is a need to expand
the depot facilities by vertical development by utilization of higher FSI or green field depots along
the ring road.
The details of reserved land for PMPML bus parking is presented in Annexure 9-2.
Inter-city Bus Terminals

At present there are 4 major MSRTC and 1 Private bus terminal is operational. The details of the
Inter-city Bus Terminal in the study area are presented in Table 9-10.
Table 9-10: Details of Intercity Bus Terminals in the Study area
No. Name Type of Terminal
1 Swargate MSRTC
2 Shivaji Nagar MSRTC
3 Pune Railway Station Bus Stand MSRTC
4 Vallabh Nagar MSRTC
5 Sangamwadi Private
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Two MSRTC terminals are proposed for redevelopment as listed in the Table 9-11.
Table 9-11: List of Inter-city Bus terminals identified for redevelopment
No. Bus Terminals Remarks
 Bus circulation need to be
improved (separate entry and
exit facility)
 Passenger Information System
1 Pune Railway Station MSRTC Terminal (PIS)
 Passenger facilities like waiting
area, seating facilities, public
convenience facilities etc need
to be upgraded
 Bus circulation need to be
improved (separate entry and
exit facility)
 Passenger Information System
(PIS)
2 Vallabh Nagar MSRTC Terminal
 Passenger facilities like waiting
area, seating facilities, public
convenience facilities etc need
to be upgraded
Intercity buses for various cities like Mumbai, Thane, Ahmednagar, Nagpur, Aurangabad,
Jalgaon, Solapur, Satara, Amaravati, Kholapur, Ahmedabad, Surat, Bengaluru, Hyderabad, Goa
etc., are being operated by MSRTC, RTCs of Karnataka, Telangana, Goa and private operators.
The major arterial roads of the city like Mumbai Highway, Nasik Road, Nagar Road, Solapur
Road and Satara Road carries large number of inter-city buses which will congest and increase
the travel time on these roads affecting the mobility of intra city traffic. Around 3100 RTC and
private intercity buses are currently plying on Pune to Mumbai route, 2400 buses on Nagar road,
2600 buses on Satara Road, 1100 buses on Solapur Road and 900 buses on Nasik Road.
Hence, ISBTs from core city areas needs to be shifted to outskirts which will reduce the
congestion in the core city. The buses which are plying to the nearby cities and limited number of
other intercity services should only be allowed to operate from Swargate, Shivaji Nagar, Vallabh
Nagar and Pune Station MSRTC bus terminals. All the private services should only operate from
the proposed Intercity Bus Terminals and entry of these buses into the city limits has to be
restricted. In order to connect these bus terminals, PMPML should operate shuttle buses at
frequent intervals from all major locations of the city. This has been successfully achieved in
Chennai and Bangalore. The land under ISBTs located in core city shall be utilized for
development of multi-modal hubs for intra city public transport modes. The proposed Intercity
Bus Terminals in the study area are presented in Table 9-12.
Table 9-12: Proposed Intercity Bus Terminal Locations
No. Locations Area in Acres
1 Talegaon, Mumbai Road 40

2 Lonikand, Nagar Road 30
3 Loni Kalboor, Solapur Road 15
4 Mangdewadi, Satara Road 35
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No. Locations Area in Acres
5 Moshi, Nasik Road 15
The map of the existing and proposed inter-city passenger terminals in the study area are
presented in the Figure 9-11.
Figure 9-11: Existing and Proposed Inter-city Bus Terminals in the Study Area
9.3.6 Railway Stations

At present there are 8 major railway stations in the study area. The redevelopment or Station
Area Traffic Improvement Schemes (SATIS) shall be taken up to improve the passenger
facilities, circulation areas, access and parking facilities. The details of the railway stations
identified for upgradation is presented in the Table 9-13.
Table 9-13: List of Railway Stations identified for redevelopment or SATIS
Existing
No. Railway Stations Redevelopment/SATIS
Area (Ha)
1 Hadapsar Railway Station 0.52 Redevelopment
2 Pune Railway Station 5.70 Redevelopment
3 Shivajinagar Railway Station 0.32 SATIS
4 Khadki Railway Station 0.75 SATIS
5 Akurdi Railway Station 1.14 SATIS
6 Chinchwad Railway Station 2.50 Redevelopment
7 Pimpri Railway Station 1.40 SATIS
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Existing
No. Railway Stations Redevelopment/SATIS
Area (Ha)
8 Kasarwadi Railway Station 0.80 SATIS
Note: All the terminal's access roads, circulation areas, parking facilities needs to be improved.
Pune Railway Station is the largest railway station in the study area handling around 2 lakh
passengers per day which includes both long distance and sub-urban passengers. The station is
operating under saturated conditions during peak season/ peak hours. There is a need to
develop passenger waiting areas as large number of passengers have to wait outside the station
due to lack of adequate space. There is a need to develop the station with additional land under
Railways and MSRTC.
In order reduce the congestion at Pune railway station, Central Railways is planning to develop
the Hadapsar Railway station for intercity travellers. Similarly, Chinchwad Railway station needs
to be developed as long distance railway terminal to cater passengers from PCMC, which will
also reduce the congestion at Pune Railway station.
9.3.7 Formulation of Higher Order Public Transport Network

Considering the future travel demand, number of alternative mass transport networks are
attempted to meet the future transport demand requirement. This process included the coding of
committed projects, extension of existing of mass transit corridors as discussed in the previous
chapter, identification of new corridors based on the current and future travel pattern, coding
routes and testing the identified corridors in Travel demand model and finalization of
route/corridor based on the PHPDT. Following committed projects have been considered.
Major Committed Projects
 Metro line-1: Swargate to PCMC
 Metro line-2: Vanaj to Ramwadi
 BRTS Corridors (committed)
 HCMTR in PMC and PCMC
 Ring Road
Numbers of alternative mass transport network are attempted. The analysis indicates that
identified corridors will have section loads ranging from 2500 to 22000 PHPDT by 2028 and
2038.
System Selection
The guidelines for selection of system as per “Recommendations of Working Group on Urban
Transport for 12th Five Year Plan” are presented in Table 9-14.
Table 9-14: Guidelines for Selection of Mass Rapid Transit System
Population as per Average Trip Length
Mode Choices PHPDT ** 2011 Census for motorized trips
(in millions) (in km)
# >= 15,000 for at least 5
Metro Rail >= 2 >7–8
km continuous length
Light Rail Transit
<= 10,000 >1 >7–8
(primarily at grade)
Monorail* <= 10,000 >2 About 5 – 6
Bus Rapid Transit
>= 4,000 and up to 20,000 >1 >5
System (BRTS)
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Population as per Average Trip Length

Mode Choices PHPDT ** 2011 Census for motorized trips
(in millions) (in km)
Organised City Bus Service as per urban bus > 1 lakh (50,000 in
>2–3
specifications case of hilly towns)
#
for having Metro Rail, the city should have a ridership of at least 1 million on organized public transport (any
mode)
* Monorail is desirable only as a feeder system or where the narrow roads are flanked on either side by high rise
buildings. In monorail, while the cost of construction, operation and maintenance is almost the same as elevated
metro rail, the carrying capacity is much lesser.
** PHPDT in next 10 years i.e. 2028

Choice of system will depend mainly on demand level on a corridor, available ROW, possibility of
widening the ROW, land-use, and the capacity of the system. Cost of the same mode of transport
can vary at different locations depending on engineering constraints. It is therefore important that
the final choice of mode is based on techno-economic considerations.
In choosing a system for a corridor, first priority should be given to at-grade services. It offers
convenience to commuters particularly the short distance users. Commuters do not have to walk
up and down to use the services. The construction cost is low. It offers the best financial
sustainability. Wherever ROW is inadequate and it cannot be widened, and/or the route is
congested, in those cases an elevated mode is proposed. However, considering frequent cross-
connectivity requirements due to development, elevated option appears to be better option.
The range of capacities considered for various systems for the current study is presented in the
Table 9-15.
Table 9-15 : Capacity of Mass Transit Systems considered
Range of Capacity in
No. System
terms of phpdt
1 BRTS 4,000 to 8,000
2 Light Metro/LRT 10,000 to 20,000
3 Metro 15,000 to 60,000
4 Suburban Rail Upto 75,000
Due to lack of grade separation and one lane in each direction for BRTS in Pune, the maximum
practicable capacity achievable is around 7,500 to 8,000 phpdt if high capacity articulate buses
are used.
It can be observed that Light Metro/LRT is a medium capacity rail system that can be used when
the demand on a corridor is not expected to exceed 20,000 phpdt. It can be provided where ROW
of road is limited and turning radius is also not adequate for metro. Beyond the demand level of
about 20,000 phpdt, metro appears to be the only choice.
The features of BRTS are described in the Table 9-16.
Table 9-16: Features of BRTS
Parameter Requirement for BRTS
28 m minimum and additional 7 m at the stations (Ideally 40-
Right of Way
50m)
Lane width and Width required at A standard BRT lane requires 3.5 m of road width, while
BRT stations stations are 4-5 m wide. A standard bus way with a single
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Parameter Requirement for BRTS

lane in each direction will require 8-9 m road width in mid-
block section and 12-13 m road width at a BRT station
location.
The length of Bus station is approximately 55m including
Length of Bus stations
access ramps, fare collection area and boarding area.
Station spacing (approx.) 500 m
In case of a standard bus (12 m long), there are two doors of
Doors 1.1m each. In case of articulated bus (18m long),there are 4
doors of 1.1m each
 Standard Bus
Vehicles  Semi-articulated Bus
 Double Articulated Bus
 Standard Bus – 40 (Crush load of 90)
Seated Capacity  Semi-articulated Bus -75 (Crush load of 160)
 Double Articulated Bus – 125
Total Capacity 50-100 standard
Average Speed 25-50 kmph
Headways 1 minute
4,000 to 20,000 (with articulated buses and overtaking
Passenger Throughput (PHPD)
facilities
Minimum Curve Radius 25 m
Approximate Capital Cost per km 15-20 crores
Vehicle Technology CNG buses with urban specifications
 Operations Control: Location of each bus in operations,
Control of buses using text and audio commands via a
communication system, Passenger information system
inside the buses and at bus stops and terminals using
ITS Applications
the bus location data
 Ticketing Systems: Off Board Ticketing
 Public Information System
 Area Traffic Control systems
Right of Way Requirement

At-grade modes require more space than elevated modes. For at-grade BRT (with one lane
each side), the desirable right of way requirement is 36 to 45 m, but with an absolute minimum of
30 m. It is unlikely that the desired ROW will be available for full length of the corridor. Elevating
the system at critical locations needs to be considered.
If minimum ROW is not available, elevated modes become necessary. For elevated LRT
minimum of 20 m ROW is required as ground level space is required only for a column and its
protective measures. Elevated BRT system may be provided on roads where ROW is about 20-
21 m and traffic demand expected is upto 10,000 phpdt.
The minimum curve radius required for various systems is as follows:
 Suburban Rail: 175 m
 Metro: 150 m
 Light Metro/ LRT (elevated): 100 m
 BRT: 25 m
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Recommended Public Transport Network and System

Based on traffic demand, the public transport network and system has been selected. Metro,
Light Metro4 and BRT systems have been recommended for various corridors. The
recommended metro network in 2028 is presented Figure 9-12. The recommended Public
transport network in 2028 is presented in Table 9-17 and Figure 9-13. It is to be noted that
proposed Metro alignments are tentative. DPR needs to be prepared to finalise the exact
alignment.
Table 9-17: Recommended Public Transport Network and System (2028)
Length in PHPDT
No. Proposed Public Transport Corridor
Km (2028)
Metro Corridors
1 Nigdi - Katraj 33.63 15,500
2 Chandani Chowk - Wagholi 25.99 13,000
3 Hinjewadi-Shivaji Nagar 18.61 15,000
4 Shivaji Nagar - Hadapsar 11.74 13,000
5 Hinjewadi - Chakan 30.08 13,000
6 Sinhagad Road (Veer Baji Pasalkar Chowk to Pune Cant.) 9.08 7,500
Total 129.1
BRTS Corridors
1 Yerwada- Airport 5.05 1,600
2 Kaspate Wasti – Kalewadi Phata 1.80 950
3 HCMTR PMC 38.45 1,500
4 HCMTR PCMC 31.40 2,200
5 Chinchwad- Talwade 12.00 1,400
Total 98.93
4
The Light Metro/LRT will have lower axle load of 12 tonnes as against 18 tonnes for standard metro.
It’s, rolling stock is smaller as compared to the standard metro but have same guage as standard
metro. It can be upgraded to standard Metro if demand arises.
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Figure 9-12: Recommended Metro Corridors in 2028
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Figure 9-13: Recommended Mass Transport Corridors in 2028
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The metro network recommended for 2038 is presented in Figure 9-14. The recommended
public transport network for 2038 is shown in Table 9-18 and Figure 9-15.
Table 9-18: Recommended Integrated Public Transport Network and System (2038)
Length in PHPDT PHPDT

No. Proposed Public Transport Corridor
Km (2028) (2038)
Metro Corridor
1 Nigdi - Katraj 33.63 15,000 19,000
2 Chandani Chowk - Wagholi 25.99 13,000 17,500
3 Hinjewadi- Shivaji Nagar 18.61 15,000 23,000
4 Shivaji Nagar-Hadapsar 11.74 13,000 21,000
5 Hinjewadi - Chakan 30.08 13,000 21,000
6 Sinhagad Road (Veer baji Pasalkar Chowk to Pune Cant.) 9.08 7,500 13,500
7 Warje - Swargate 8.87 7,000 9,500
8 Wagholi-Pawar Wasti-Hinjewadi 35.23 - 12,000
9 Chandani Chowk - Hinjewadi 17.81 - 5,000
Total 191.04
BRTS Corridors
1 Yerwada- Airport 5.05 1,600 3,000
2 Kaspate Wasti – Kalewadi Phata 1.80 950 2,500
3 HCMTR PMC 38.45 1,500 3,500
4 HCMTR PCMC 31.40 2,200 4,500
5 Chinchwad- Talwade 12.00 1,400 2,000
6 BRTS along the Westerly Bypass 49.00 900 1,500
7 Ring Road BRTS 134.00 1,400 3,500
Total 147.93
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Figure 9-14: Recommended Metro Corridors in 2038
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Figure 9-15: Recommended Mass Transport Corridors in 2038
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The brief description of proposed Metro/ BRTS Corridors is presented below:
Metro Corridors
Corridor-1: Nigdi to Katraj

This is the North-South Metro corridor and runs through the core areas of PCMC and PMC. It
starts at Nigdi in the north and terminates at Katraj in the south.
The corridor starts at Nigdi on old Mumbai highway and passes through Akurdi, Chinchwad,
Pimpri, Vallabh Nagar, Kasarwadi, Dapodi, Bopodi till Khadki. Near Khadki Police Station the
route will follow along the Khadki Bazar Road, Shivaji Nagar Bus Stand road in parallel to the
railway track connecting Range Hill and Shivaji Nagar areas. From Shivaji Nagar, the alignment
passes through Shivaji Nagar District Court, Juna Bazar and passes parallel to Shivaji Road
connecting Peth area and Swargate. Further, the alignment continues on Satara Road till City
Pride Junction. From City Pride Junction, the alignment turns east along the market yard road
then takes turn in southern direction on Jawaharlal Nehru Road till Eastern Bypass at Kondhwa
Budruk. After that the alignment turns west on Eastern Bypass till Katraj Junction.
Corridor-2: Chandani Chowk to Wagholi

This is the East-West Metro corridor. It starts at Chandani Chowk on Westerly bypass and
terminates on east side at Wagholi on Nagar Road. It passes through core areas of Pune and
connects Pune Railway station.
The corridor starts at Chandani Chowk and runs along Paud Road till Karve Chowk from there it
runs along Karve road till Khanduji Baba Chowk, thereafter it passes parallel to Mutha River till
Sangam Bridge and from there route will pass along Wellesly Road, Bund Garden Road and
Nagar Road till Wagholi connecting areas like Sangamwadi, Yerwada, Nilanjali Society,
Ramwadi, Viman Nagar and Kharadi.
Corridor-3: Hinjewadi to Hadapsar

The alignment connects the Hinjewadi which is the largest IT hub in Pune Metropolitan Region
located on North-West direction from Pune city with Hadapsar, an suburb located on Eastern
direction from Pune city. Hadapsar is an IT and Industrial hub. The alignment runs North-West to
East direction.
The corridor starts at Hinjewadi Phase 3 and passes through Hinjewadi Main Road till Wakad
chowk. Thereafter, it will take right and passes through Westerly Bypass, Balewadi Road,
Balewadi High Street, Baner Road till Pune University Junction connecting areas like Balewadi
Gaon, Balewadi Phata, Baner Gaon, Varsha Park Society, Sakal Colony and Chavan Nagar.
Thereafter it will pass through Ganeshkind Road, Shivaji Nagar District Court, Juna Bazar area
and then runs along Old Mumbai Road, East Street and Solapur Road till Chaitanya Colony
connecting the areas like Sadanand Nagar, Modi Colony, Pune Cant, Fatima Nagar, Ramtekdi
and Hadapsar Gadital.
Corridor-4: Sinhagad Road to Pune Cant

This corridor starts at Veer Baji Pasalkar Chowk and runs along the Sinhagad Road till Swargate
connecting areas like Niranjan Park, Manik Baug, Anand Nagar,Vittalvadi, Rajaram Chowk,
Panmala, Sarasbaug. Thereafter, it passes through Jaganath Shankarseth Road till Pulgate.
Corridor-5: Hinjewadi to Chakan

This corridor starts at Hinjewadi Phase 3 and runs along Hinjewadi Main Road till Wakad Chowk.
Thereafter, it passes through Wakad – Bhosari BRTS road till Kasarwadi connecting area like
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Kaspate Wasti, Jagtap Dairy, Pimple Saudagar and Sudarshan Nagar. From Kasarwadi Junction
it runs along Nasik Road till Chakan connecting areas like Bhosari, Kandesh Nagar, Boradhe
Wasti, Moshi Gaon, Chimbali, Kurali Alandi Phata and Nanekarwadi.
Corridor-6: Warje to Swargate

The corridor starts at Warje and passes through Karve road till Kanduji Baba Chowk connecting
areas like Ingle Nagar, Karve Nagar, Dhanukar Colony and Erandawe. Thereafter, it will passes
through Lal Bahadur Shastri Road till Dandekar Chowk. From Dandekar Chowk it will runs along
Sinhagad Road and Saras Baug connecting the Swargate.
Corridor-7: Wagholi – Pawar Vasti- Hinjewadi

This corridor starts at Wagholi and passes through Loghegoan, Magazin Square (Dighi),
Shivshtrapati Chowk and Spine Road till Spine Road Pawar Vasti Junction. At Spine Road
Pawar Vasti Junction it will passes through Chikali- Kaspate Vasti BRTS Corridor and Aditya
Brila Hospital Marg till Bhumkar Chowk. From Bhumkar Chowk it runs along the Western
Bypass till Wakad Chowk where it takes left and passes through Hinjewadi Main Road and ends
at Hinjewadi Phase 3.
Corridor-8: Chandani Chowk – Hinjewadi

This corridor starts at Chandani Chowk and passes through Mulsi Road connecting areas like
Bhugaon and Bhumkum from there it passes through Lavale, Sus Gaon, Mahalunge, Shivaji
Chowk then runs along Hinjewadi Main Road and ends at Hinjewadi Phase 3 .
BRTS Corridors
Corridor-1: Yerwada to Airport

This corridor starts at Shadal Baba Dargha Chowk in Yerwada and runs along Deccan College
Road and Samrat Ashok Road till Gunjan Chowk from there it will take right and runs on the
Airport road till Lohegaon Airport connecting the areas like Punewala Business Bay, Pune Golf
Course Club, Maharastra Co-operative Housing Society, Akash Nagar, 509 Area and Tingre
Nagar.
Corridor-2: Kaspate Wasti to Kalewadi Phata

It starts at Mankar Chowk on Wakad-Bhosari BRT road and runs along Kaspate Wasti Road till
Kalewadi Chowk, by covering inner areas of Wakad and Kaspate Wasti. This corridor is the
extension of Kalewadi-Chikhali BRT route which is currently under construction.
Corridor-3: HCMTR PMC

This corridor runs along proposed HCMTR in PMC starting at Vishrantwadi and connecting major
areas like Subash Nagar, 509 area, Viman Nagar, Vadgaon Sheri, Vittal Nagar, Ghorpadi,
Mundwa Industrial Area, Hadapsar Industrial Area, Wanowrie, Kondwa, Bibevadi, Market Yard,
Swargate, Sarasbaug, Ganeshmala, Kamlesh Society, Janwadi, Pune University, Range Hill and
ends on Old Mumbai Highway near Khadki Police Chowk.
Corridor-4: HCMTR PCMC

This corridor runs along proposed HCMTR for PCMC connecting areas like Nigdi, Akurdi,
Trivaninagar, Chikhali, Nehru Nagar, Kasarwadi, Fugewadi, Pimple Saudagar, Rahatni, and
Walekarwadi.
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Corridor-5: Chinchwad - Talwade

This corridor starts at Chapekar Brothers Statue Chowk and passes through Chinchwad – Akurdi
Link Road and Chikhali – Akurdi Road till Dehu Alandi Road from there it runs along the Dehu
Alandi Road and destines at Talwade.
Corridor-6: Kiwale to Hadapsar along Bypass

This corridor starts at Kiwale on Western Bypass and passes along it connecting Bhumkar
Chowk, Wakad Chowk, Chandani Chowk, Warje, Veer Baji Pasalkar Chowk, Navale Flyover,
Kartaj Junction, Khadi Machine Chowk, Undri, Mantarwadi Junction, Fursungi Junction and end
at Hadapsar Junction.
9.3.8 Airport Connectivity

The new green field airport is proposed near Purandhar Taluka of Pune District. The current
passenger traffic at existing Airport is 8.16 million passengers per annum. The projected traffic at
proposed New Airport is 47 million by 2035 as per the DPR. Therefore, Airport passenger traffic
is expected to grow on average around 11% per annum. Similiarly, the current cargo traffic at
existing airport is 41,566 tonnes. The project Cargo traffic at New Airport is 2 lakh tonnes by
2035 as per the DPR. Therefore, the cargo is expected to grow on an avarege around 9% per
annum. Based on the above projections, airport connectivity proposals have been identified and
presented in this section.
There are five major access roads to proposed airport from various locations in PMR: The details
of these roads are as follows:
1) Hadapsar- Saswad Road from Dive Ghat
This road will serve for the airport traffic generating from Hadapasr, Vimannagar, Kharadi,
Wagholi, Magarpatta Area and Nagar road. This road is extensively used road to go to Saswad.
It is a two-lane road till the end of the Ghat road and four lane road over the hill. The geometrics
of this road are comparatively better than the other roads.
2) Saswad- Bopdev Pune Road from Bopdev Ghat
This road will serve the airport traffic generating from Kondhwa, NIBM, Wanowire, Fatima Nagar
etc. This road is a two lane till the foot of the hill and 1 to 1.5 lanes thereafter. As compared to
Hadapsar- Saswad road this road is used less due to steep slope and less carriage-way width.
3) Urali-Kanchan Jejuri Road
This road will serve the airport traffic generating from Urali Kanchan area and Solapur Road. The
road is single lane road. The vertical geometrics of this road at ghat are very poor and need to be
corrected for serving the airport traffic.
4) Saswad- Kapurhol- Bhor Road
This road will serve the airport traffic generating Nasrapur, Kapurhol and other areas on Satara
Road. This is a 1.5 to 2 lane road passing through Narayanpur and Purandar. The geometrics
and condition of this road are good.
5) Khed Shivapur- Saswad Link Road
This road will serve the airport traffic generating from areas like Khed, Shivapur and other areas
on Satara Road. This is a single lane road with poor geometrics and pavement condition.
All the roads connecting the proposed airport are presented in Figure 9-16.
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Figure 9-16: Road Connectivity to Proposed Airport

The current railway line from Pune to Jejuri takes a detour route due to steep hilly terrain in
between. Considering value of time of airport users, high speed road connectivity and rail link
needs to be developed. The efficacy of proposed Airport depends upon the faster road and rail
links from the city. The travel time from core city to Airport should ideally be 45 to 60 min.
Following proposals are suggested to connect Airport:

 In order to provide better connectivity to proposed airport there is a need for development
of all roads connecting airport. Four lane divided road has to be constructed with
flyovers/tunnels, gentle vertical and horizontal gradient at required locations to reduce the
travel time.
 Augmentation of Saswad Road to 4-lane configuration initially and 6-lane configuration

by 2038. Existing road have only 2-lane configuration in the hill section. Another 4-lane
road needs to be developed through alternative route.
 The passengers from PCMC who are located farther from Airport can use either ring road
or Intermediate ring road to reach airport. An improvement to the existing road is also
proposed between Fursungi to Wadki connecting Intermediate ring road and Ring road.
 At present, regional rail link from Pune to Satara passes through Jejuri. Rajewadi is the
nearest station to proposed Airport. Therefore a new Suburban Rail link from Rajewadi or
Jejuri to Airport is proposed including a terminal station at Airport.
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 High Speed Airport Metro Link from Hadapsar to Airport which is similar to Delhi Metro
Airlink Express is proposed. The Metro will have a top speed of 135 kmph. While
elevated metro link is suggested from Hadapsar to Ring road, At-grade metro is
suggested from ring road to Airport. The metro will follow same alignment of existing
Pune-Jejuri Rail line.
In addition to above, regular bus services exclusively for Airport passengers shall be planned
from various nodes in the city such as Shivaji Nagar, Hinjewadi, Pimpri-Chinchwad. Further
shuttle service needs to be developed from Railway terminal to Airport if Railway terminal is not
feasible within close proximity of airport. It is proposed that high speed metro, Bus services will
be directly integrated with Airport terminal.
The road connectivity from major locations in the study area to proposed airport is presented in
Figure 9-17. Among the all the roads to Airport, Saswad Road development shall be priortised.
Figure 9-17: Airport Connectivity from Major Nodes of the study Area
9.3.9 Multi-Modal Integration

It is not possible to provide direct service for all the commuters. Therefore the need to
interchange of modes or corridors becomes an essential feature of any public transportation
system. Integration of various modes of transport is vital for the evolution of least cost and viable
transportation system. Multimodal integration can be achieved at various levels as described
below:
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 Physical Integration ensures the ease of transferring from one transport mode to
another by minimising the walking distance and keeping horizontal/vertical displacement
to the minimum.
 Fare Integration comprises of introducing common ticketing for accessing several public
transport modes such as PMPML, BRTS, Metro and Suburban Rail etc. This will
eliminate the need to buy the ticket at every stage, reduce the transfer time and accrues
savings in terms of fares to the commuters.
 Operations Integration comprises of synchronizing the timings of mass transit and
feeder services. For efficient integration, walking/waiting time at stations need to be
minimized.
 Information Integration comprises of provision of adequate information to passengers
about availability, routes and schedules of public transport services.
 Institutional Integration is about bringing all the agencies responsible for planning and
operation of urban transport under one umbrella organisation. This will ensure co-
ordinated planning and implementation of urban transport projects
Any public transit system is incomplete without multi-modal integration. Multi-modal integration
involves integrated public transit network planning, seamless transfer from one mode to another
and passenger amenities. These facilities will require at strategic locations where major transfers
takes place (2 or more modes pass through). Considering the importance of these facilities and
likely benefits land acquisition should be considered if required. The major features of multi-
modal hubs/ stations are as follows:
 Multi-modal hubs/stations minimize delay and ensure seemless comfortable transfers

 Real-time information on schedules of various services
 Integration of feeder services like auto-rickshaws, taxis and Mini buses etc
 Parking facilities
 Integrated fare policy and ticketing
 Commercial facilities i.e. shopping arcades, offices, DTP, ATM, Banking services, Post
office and other basic amenities such as Information boards, drinking water, first aid, wash
rooms, seating arrangement for waiting passengers etc.,
Several multi-modal hubs/ stations have been proposed.
Maha Metro is planning to implement following Multi-modal hubs with co-operation from PMC,
PCMC, MSRTC and PMPML.
 Shivaji Nagar Multi-modal hub
 Swargate Multi-modal hub
 Pune Railway Station Multi-modal integration
 Bhakti Shakti Multi-modal hub
Pune Smart City Development Corporation (PSCDCL) is implementing the Balewadi Multi-modal
hub.
Consultants are proposing the development of Multi-modal hubs at 6 locations with an area of 25
acres in the study area. The details of the proposed Multi-modal hubs are presented in Table
9-19.
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Table 9-19: Details of Proposed Multi-modal Hubs
No. Location Integration Modes

1 Katraj Nigdi-Katraj Metro, PMPML and MSRTC
2 Hadapsar Hinjewadi- Hadapsar Metro, PMPML and MSRTC
Chandani Chowk – Wagholi Metro, Hinjewadi – Wagholi Metro,
3 Wagholi
PMPML, MSRTC
4 Moshi Hinjewadi,- Chakan, Metro, PMPML, MSRTC
5 Vallabh Nagar Nigdi- Katraj Metro, PMPML, MSRTC
Nigdi- Katraj Metro, Hinjewadi- Wagholi Metro, PMPML, MSRTC,
6 Chinchwad
Long distance and Local Trains
Apart from the above, 8 transfer stations are proposed in the study area which are basically for
intra-city mobility and will have basic facilities to transfer passengers from one mode to other. It
basically includes facilities like sky-walks connecting different modes, small waiting areas for
passenger transfers etc. The details of these transfer stations are presented in Table 9-20.
Table 9-20: Details of Proposed Multi-modal Transfer Stations
No. Location Integration Modes

1 Nasik Phata Nigdi-Katraj Metro, Hinjewadi-Chakan Metro, PMPML
Hinjewadi- Hadapsar Metro, Hinjewadi- Chakan Metro, Hinjewadi-
2 Hinjewadi
Wagholi Metro, Chandini Chowk – Hinjewadi Metro and PMPML
Chandani Chowk –Hinjewadi Metro, Chandani Chowk Wagholi
3 Chandini Chowk
Metro and PMPML
4 Warje Warje- Swargate Metro and PMPML
5 Wadgaon Budruk Sinhgad Road – Pune Cantonment Metro and PMPML
6 Kharadi Chandani Chowk- Wagholi Metro and PMPML
Pul Gate, Pune Hinjewadi – Hadapsar Metro, Sinhgad Road – Pune Cantt Metro
7
Cantonment and PMPML
Hinjewadi- Hadapsar Metro, Hinjewadi- Chakan Metro, Hinjewadi-
8 Wakad
Wagholi Metro and PMPML
Apart from these, all the metro stations should be properly integrated with nearest BRTS,
PMPML bus stops or railway stations to provide easy access for passengers to transfer from one
mode to another.
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Figure 9-18: Map showing Proposed Multi-Modal Integration Hubs and Transfer
stations
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Shivaji Nagar Multi-modal Hub Proposal

The Maha-Metro is also planning to develop Multi-modal hubs at various locations in
the city including Pune station, Swargate and Shivajinagar station. The facility is
planned to integrate the public transport services - Metro rail, PMPML Bus and
MSRTC buses, auto rickshaws and private vehicles. The hub is planned to be
developed on PPP basis. The land from PMC, PMPML and MSRTC is being
considered for development of the terminal over an area of about 23 acres.
Since direction-wise ISBT is being planned along the Ring road, it is not desirable to
bring MSRTC buses inside the city. Therefore, these hubs shall be used for intra city
movements. For Example, in Chennai and Bangalore, Inter-state Bus Terminus
(ISBT) have been shifted from core CBD to outskirts and they are functioning very
well. By planning facilities for MSRTC in Multi-modal hubs in core areas of the city will
attract more traffic from all over the city and thus cause further congestion. Therefore,
inter-city hubs should only be planned at outskirts.
Swargate Multi-modal Hub

Swargate Multi-modal hub will be implemented in two phases by Maha Metro; the first
phase will involve construction of an underground Metro station, parking lots, PMPML
bus station, and bays for vehicles like auto rickshaws and app-based taxi services.
The second phase comprises of redevelopment of MSRTC Bus stand. Here again, it
is not desirable to bring intercity buses to core areas.
The plot of land owned by PMC’s water department, located near Swargate chowk on
the road to Sarasbaug is proposed for multi-modal hub. This hub is expected to
reduce the congestion at Swargate which is handling around 1 lakh passengers
(PMPML and MSRTC passengers). In addition to above, significant local city traffic
passes through the area. The daily and peak hour traffic observed at the Swargate
junction is more than 15,000 PCUs’.
Balewadi Multi-modal Hub

Multi-modal transit hub is being developed by Pune Smart City Development
Corporation (PSCDCL) on an 11-acre plot near in Balewadi, along the Western
bypass, near the old Octroi Naka. The hub is planned to integrate PMPML, MSRTC,
Private buses as well as Metro, feeder services and para-transit services. It will have
a direct access to Mumbai bound traffic and is very near to the Hinjewadi IT hub. The
proposed hub is planned to be developed on PPP basis utilizing the higher FSI of 4
which is applicable to TOD corridor. It will also include the commercial developments
which will generate revenue to PSCDCL.
The planned Metro from Hinjewadi to Shivaji Nagar passes through this hub thus
providing good connectivity with core city. This hub will become gateway for Mumbai
bound MSRTC and private buses and thus reduce congestion at core areas like
Shivaji Nagar from where MSRTC is currently operating.
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9.4 Road Network Development Plan

Based on the traffic assessment, list of road projects which are to be developed, strengthened,
upgraded and interconnected including hierarchical road network, arterial road
construction/widening projects, sub-arterial road construction/widening projects, intersection
improvement projects, flyover projects, railway over bridge or underpass projects have been
identified and presented in this section. The hierarchical road network is suggested based on the
travel demand.
9.4.1 Ring Roads

Over the years, Pune has grown in concentric rings. While the radial roads have been
developed, ring roads could not be developed due to various constraints as discussed before.
HCMTR for Pune

High Capacity Mass Transit Route (HCMTR) is a ring road covering core areas of the Pune is
proposed in Pune Development Plan. It is a 37.25 km road cum Mass transit Route. DPR for
HCMTR of 37.25 km in Pune City was prepared and funding for the project is being firmed up
now. Due to Khadki Cantonment area, HCMTR planned in PMC will remain as incomplete ring as
per the DPR. Efforts should be made to make a full ring to improve the effectiveness.
It can be considered as Inner Ring road for the city. The road network in Pune follows Ring and
Radial pattern and therefore development of HCMTR assumes significance for better traffic
circulation and dispersal. It will reduce the congestion in the core areas. The projected peak hour
traffic on HCMTR is 7500 PCUs in 2028 and 9300 PCUs in 2038.
HCMTR for PCMC

Similarly, HCTMR for PCMC which was conceptualized in development plan is likely to be
implemented in near future. The road network pattern in PCMC follows grid pattern. The
projected peak hour traffic on HCMTR is 7900 PCUs in 2028 and 10800 PCUs in 2038.
Pune Ring Road

PCMC is being implemented by PMRDA. It can be considered as outer ring road. The width of
the ring road corridor is 110 m. The ring road will connect 6 highways passing through the Pune
Metropolitan Region i.e. Pune-Nashik, Mumbai-Pune-Solapur, Pune-Ahmednagar and Pune-
Satara. It is proposed to be a toll road. The main objective of the Ring road is two-fold.
(b) To catalyse the dispersal of urban growth
As per the PMRDA proposal, 80 m is planned for Road portion (LHS 40 m and RHS 40 m) for
intercity and local traffic and middle 30 m is planned for Metro. The projected traffic on ring road
is 1.3 lakh PCUs 2038 and the peak hour traffic on various sections of the ring road are
presented in Table 9-21. It is approximate estimate as locations and extent of development of TP
schemes along the ring road is not yet finalized. Based on letter from Central Railways, the cargo
movement in Saswad Railway siding is going to increase from 3000 tons to 15000 tons.
Therefore, special considerations to be given for cargo movement in the ring road.
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Table 9-21: Peak Hour Traffic on various sections of Ring Road

No. Section Peak Hour Traffic in PCU
2028 2038
1 Old Mumbai Highway - Nashik Road 10,710 15,981
2 Nashik Road - Nagar Road 9,859 14,493
3 Nagar Road - Solapur Road 9,501 13,564
4 Solapur Road - Satara Road 9,131 12,522
5 Satara - Mulshi Road 9,806 13,424
6 Mulshi - Old Mumbai Highway 10,698 12,890
Figure 9-19: Ring Road Alignment (as per DPR)
It is important that PMRDA should finalise the cross-section taking into account how cross traffic
due to the developments on either side is handled. The grade separation at major highways may
not be sufficient. If at- grade metro/BRTS is proposed at center, how accessibility to metro/BRTS
will be achieved needs to be finalized. The ring road is not just road but will trigger developments
in adjoining areas and therefore integration of the developments on either side or planning for
crossing facilities is very critical. There will be demand for crossing of pedestrian and vehicular
traffic at every 1 to 1.5 km depending upon location of development on either side or locations of
TP schemes. One of the option can be ring road can be on embankment and underpasses can
be built for movement of pedestrian and vehicular traffic.
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Another major consideration is at how many locations, access to ring road is to be provided from
adjoining areas without affecting the access control characteristics of ring road needs to be
finalized at planning stage or provision should be kept depending upon the development pattern
in future.
The ring road is proposed as Toll Road. The toll can only be charged for inter-city traffic and
therefore, toll plaza locations needs to be identified initially which will require more land. The
salient features of ring road as per DPR are presented in Annexure 9-3.
The ring road alignment on the eastern side passes between PMC, PCMC and the urbanized
growth centers such as Wagholi and Chakan. Since the ring road alignment passes through the
areas that are already urbanized and it will be difficult to implement the project. Therefore, it is
suggested to realign the eastern part of the ring road to bypass the urbanized areas such as
Wagholi and Chakan. The recommended ring road alignment is presented in Figure 9-20
Figure 9-20: Recommended Ring road alignment

The distance between the HCMTR and PMRDA ring road varies from 6 Km to 12 Km.
Considering the distance between HCMTR and ring road, there is a need for an intermediate ring
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road (IRR). The length of IRR is 79 km in which 44 km of alignment passes through existing
roads whereas 35 km is a green field alignment. However, existing roads which are considered
as part of IRR needs to be widened.
However, there are severe constraints especially hills, defence lands etc. as described in the
earlier sections. The constraints can be overcome with careful planning of alignment and by
taking peripheral lands from defence and industrial areas. Once all the ring roads are
implemented it will improve traffic dispersal. The projected peak hour traffic on IRR is 5900
PCUs in 2028 and 6900 PCUs in 2038.
The details of the ring roads are presented in Table 9-22 and Figure 9-21. The alignment given
for intermediate ring road is only conceptual and prepared based on map study for which DPR
needs to be carried out to finalize the alignment and check the availability of land. This alignment
is also not a part of Pune Development Plan and therefore detailed study is important.
Table 9-22: Details of Ring Roads
Length
No. Location Lane Configuration
(Km)
1 HCMTR - PMC 38 4 lane + 2 Lane for BRTS
2 HCMTR –PCMC 31 4 lane + 2 Lane for BRTS
3 Ring Road 128 8 Lane
4 Intermediate Ring Road (IRR) 79 6 lane
Figure 9-21: Conceptual Alignment of Intermediate Ring Road
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9.4.2 Road Widening Proposals

Road widening is necessary, as the existing lanes of the major corridors are not capable of
handling the future traffic effectively. The proposed road widening includes, widening of roads
with central median, paved shoulders, footpath cum drains and street lighting.
Based on traffic forecast and travel demand model, several roads in the study area have been
identified for widening at various years. When an existing roadway is getting widened, the
existing footpaths shall be demolished and new ones to be built after widening the road. Hence,
in all the widening proposals, construction of new footpaths and the corresponding costs are
included in cost estimates. The roads identified for widening and the details of the same are
presented in the Table 9-23 and Figure 9-22.
Table 9-23: List of Proposed Roads for Widening
Lane Configuration
Length (in
No. Road Name/Section of Name Current Proposed
Km)
(2018) (2028)
1 Katraj to Mantarwadi via Undri 12 2 – 4 Lane 4 Lane
2 Dhayari to Ambegaon Narhe 5 1 Lane 2 Lane
3 Wagholi to Hadapsar via Manjari 12 1 Lane 2 Lane
2 – 1.5
4 Hadapsar to Handewadi vai Sasane Nagar 5.5 4 Lane
Lane
Western Bypass Junction to Khed Shivapur
5 7.3 4 Lane 6 Lane
Toll Plaza, Satara Road
6 Wadki to Saswad (Proposed Airport) 30 2 Lane 4 Lane
Old - Mumbai Pune Highway (Dehu Road Y
7 12 4 Lane 6 Lane
Junction to Wadgoan)
8 Nashik Road ( Moshi Toll Plaza to Chakan)) 12.2 4 Lane 6 Lane
9 Nagar Road (Kharadi Bypass to Shikrapur) 25 4 Lane 6 Lane
Solapur Road (PMC Boundary to Uruli
10 22 4 Lane 6 Lane
Kanchan)
Saswad Road (Hadapsar Junction to
11 6 2 Lane 6 Lane
Wadki)
Sinhagad Road (Veer Baji Pasalkar Chowk
12 5 2 Lane 6 Lane
to Khadakwasla Village)
13 NDA Road (Warje Flyover to Uttam Nagar) 5 2 Lane 6 Lane
Hinjewadi Road (Shivaji Chowk to
14 5 4 Lane 6 Lane
Metropolis)
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Figure 9-22: Proposed Roads for Widening
9.4.3 Grade Separator (ROB/ RUB) at Level Crossing

As per standards, level crossing with TVUs more than one lakh units is eligible for the provision
of Grade Separator. Consultants recommend ROB at all level crossing due to increased traffic,
accidents and high TVUs. List of ROBs identified for construction is presented in Table 9-24 and
Figure 9-23.
Table 9-24: List of locations identified for construction of ROB/RUB
No. Location
1 Ghorpadi Level Crossing near Police Station

2 Ghorpadi Level Crossing near BFCC Road
3 Sasane Nagar Level Crossing
4 Uruli Kanchan Level Crossing
In addition to the above, the following existing ROB/RUB which have exceeded its capacity and
needs to be upgraded.
Table 9-25: List of ROBs/RUBs which needs up-gradation
Existing Lane Configuration Proposed Lane
No. Location
Configuration
RUB near Khadki Police Two lane Four lane
1
Chowk
2 ROB near Mantarwadi on Two Lane Four lane
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Existing Lane Configuration Proposed Lane

No. Location
Configuration
Saswad Road
ROB in Talegaon near Two lane Four lane
3
Railway Station Junction
RUB on KB Joshi Path near Two lane Four lane
4
Shivaji Nagar Railway Station
5 ROB on Magarpatta Road Four lane Six lane
Figure 9-23: Proposed Grade Separators at Level Crossings
9.4.4 Grade Separators for Junctions

As some of the junctions in the study area have already reached their capacity, there is a need
for grade separators at these locations in order to reduce the delay and control the traffic
smoothly. The locations where grade are required is presented in Table 9-26
Table 9-26: Proposed Grade Separators at Junctions
No. Location
1 Kalubai Chowk, Solapur Road

2 Karadi Bypass, Nagar Road
3 Wagholi Junction, Nagar Road
4 Kadki Police Chowk, Old NH-4
5 Chandni Chowk, Paud Road (Proposed by NHAI)
6 Nalstop Junction, Karve Road
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No. Location
7 Rajaram Bridge, Sinhgad Road

8 Dandekar Bridge, Sinhgad Road
9 Talegaon Chowk, Chakan
10 Dehu Alandi Road Junction, Nasik Road
11 509 Chowk, Airport Road
Detailed study of these junctions needs to be carried out exploring at grade options before taking
up the grade separator improvements.
In addition to above, PMC has proposed redevelopment of Pune University Junction,

Ganeshkind Road to accommodate the Metro Corridor.
PCMC has also proposed to construct the 5 km elevated road connecting Kaspate Chowk to
Hotel Mezza 9 to reduce the travel time for Hinjewadi bound traffic. It covers 8 junctions Kaspate
Chowk, Mankar Chowk, Shaurya Hotel Chowk, Wakad Chowk and Rajiv Gandhi Bridge, Indian
Oil Petrol Pump Junction, Hinjewadi, Shivaji Chowk and Hotel Mezza 9. Considering the
proposed metro alignment to Hingewadi, a detailed study needs to be carried out for the section
Rajiv Gandhi Bridge to Hotel Mezza 9.
Figure 9-24: Proposed Location for Grade Separators
9.4.5 Undeveloped Development Plan Roads

Consultants have identified some of the important undeveloped Development Plan Roads in the
study area which are presented in Table 9-27, they can be used as alternative road to existing
congested roads. These roads will reduce traffic congestion and improves the access.
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Table 9-27: List of Undeveloped Development Plan Roads

Length
No. Roads Lane Configuration
(Km)
1 Charoli to Lohegaon 8 4 Lane
2 Dange Chowk to Walekarwadi 2 4 Lane
3 Balabarathi, SB Road to Paud Phata 2 4 Lane
4 Nigdi to Hinjewadi 9 4 Lane
5 Mahalunge to Hinjewadi 1 4 Lane
9.4.6 Development of New Bridges

Several new river bridges have been identified to improve the connectivity and the same is
presented in Table 9-28 and also in Figure 9-25 and Figure 9-26.
Table 9-28: Locations for Development of New Bridges
No. Location Proposed lane configurations
PMC
Between Karve Road and Singhad Road near Four lane
1 Sun City
Between Karve Road and Singhad Road near Four lane
2 Panmala
Between Pune Station to Sangamwadi near Four lane
3 Lumbini Nagar
4 Wadgaonsheri to Mundhwa Tadigutta Chowk Four lane
5 Keshav Nagar to Kharadi

PCMC
1 Phugewadi to Pimple Gurav Four lane
2 Walhekarwadi to Tathavadi Four lane
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Figure 9-25: Locations of Proposed Bridges in PMC
Figure 9-26: Locations of Proposed Bridges in PCMC
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9.4.7 Development of Mobility Corridors

Mobility corridors maximizes throughput of people, focusing on mass transport and non-
motorized traffic, rather than motorized traffic. Mobility corridors offer a strong network providing
connectivity to major attraction centres in the city along with regional connectivity. The minimum
ROW considered for mobility corridors is 30 m. The typical cross sections of mobility corridor are
Several roads are designated as mobility corridors and the details of the same have been
presented in Figure 9-27 and Figure 9-28. It is to be noted that all existing and proposed Mass
Transit Corridors i.e. BRTS and Metro are considered as Mobility Corridors.
Figure 9-27: Proposed Mobility Corridors in PMC
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Figure 9-28: Proposed Mobility Corridors in PCMC

a. Typical Cross section of Elevated Metro
Note: Multi Purpose Utility Lane will be used to accommodate bus bays, auto stands, land scaping,
cycle and on-street parking as per the requirement.
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b. Typical Cross Section of BRTS (30 meter ROW)
Figure 9-29: Typical Cross-section of Mobility Corridor
9.5 NMT Improvement Plan

Non-Motorized transport (also known as active
transport and human powered transport) includes
walking, cycling etc., Walking and cycling are the
most sustainable modes of transport. Moreover, it
will have health benefits to the citizens. The
economic rate of return for creating NMT is very
high as benefits of creating NMT infrastructure
outweighs the cost incurred.
Non-motorized modes are important on their own
right as 25% of the trips made by walk trips in the
study area. Further, all the public transport trips
start and end with walk trips.
The bicycle trip share at present is small (2.6%)
due to lack of exclusive bicycle infrastructure,
longer trip lengths and unsafe street conditions.
NMT improvements are often one of the most
effective ways of encouraging public transport use. The quality of the pedestrian environment is
important for community liveability and social cohesion. Making streets pleasant and safe for
walking allows residents to interact and children to play.
As per the inventory survey, it is found that 23% of the roads have footpaths on both sides of the
road and 12% of the roads have footpath on one side only. Overall 65% of the roads whose
minimum ROW is 7m, does not have any footpaths. It is also noticed that 25% of the footpath is
encroached by utilities, shops, hawkers and parking. The categorization of footpaths based on
the width is presented in the Figure 9-30 and Figure 9-31.
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Figure 9-30: Footpath categorisation based on width (in PMC)
Figure 9-31: Footpath categorisation based on width (in PCMC)
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9.5.1 Efforts by PMC to Improve NMT Infrastructure

In view of the importance of NMT infrastructure, PMC has initiated several projects besides
establishing the NMT Cell. The projects initiated by PMC are listed below:
 Formulated pedestrian policy
 Bicycle Master Plan for Pune prepared in 2017. It is under implementation.
 Public Bicycle Sharing scheme (PBS) is prepared and is under implementation
 Pune Street redesign as per Urban Street Design Guidelines
 SMART City Street Development (for ABB Area)
A Non-Motorized Transport (NMT) Cell was set up in 2008 by PMC to look at the issues related
to pedestrians and cyclists, and provision of footpath and bicycle track infrastructures. The
objective is to plan and maintain consistent, high quality pedestrian infrastructure with equitable
allocation of road space. At present the length of Bicycle track in PMC is around 40 kms. The
Cell has planned to develop 75 km footpath along BRT corridors and complementary 15 km
bicycle tracks on following roads:
 Sancheti-Aundh road
 Wakdewadi-Harris Bridge
 Alandi road
 Nagar road
 Nehru-Market yard road
 Upper Indiranagar road
 Satara road
 Sinhagad road
 Karve road
 Paud road
 University Chowk to Wakad Phata
The Bicycle Master Plan for Pune has recommended formulation and implementation of
following:
 City-wide Bicycle Network
 Bicycle Design Guidelines
 Public Bicycle System
 Bicycle Parking
 Integration with Transit
 Regulation and Enforcement
 Outreach and Promotion
 Monitoring and Evaluation
 Implementation Schedule
The plan envisaged a construction of 375 km of footpath at a cost of Rs.375 crore and Bicycle
tracks for 75 km at a cost of 150 crore during 2016-2020.
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9.5.2 Efforts by PCMC

PCMC has developed bicycle tracks along several roads but most of the bicycle tracks are being
used to park vehicles or encroached by hawkers. Bicycle tracks are built along the BRT routes.
There is a need to ensure that the bicycle tracks are free of encroachments. PCMC is exploring
to implement the PBS. The length of bicycle tracks in PCMC is around 10 km.
9.5.3 Proposals for Pedestrian Footpath

The width of footpath depends upon the pedestrian flows. The minimum width of footpath as per
IRC103-2012 is 1.8 m. The land use adjacent to roads significantly influences generation of
pedestrian traffic. The recommended width of footpath along various land uses are given in the
Table 9-29.
Table 9-29: Width of Footpath based on the adjacent Land-use
No. Land-use Width (m)

1 Minimum free walkway width and residential/mixed use areas 1.8
2 Commercial/Mixed Use Areas 2.5
3 Shopping Frontages 3.5 – 4.5
4 Bus Stops 3.0
5 High Intensity Commercial areas 4.0
Source: IRC 103-2012
According to Pune Urban Street Design Guidelines (USDG) and Pedestrian Policy minimum of
2.5 m of footpath has to be provided.
Based on road inventory and pedestrian surveys, Footpaths are proposed on roads listed in
Table 9-30, Table 9-31 and shown in Figure 9-32, Figure 9-33 All the pedestrian facilities shall
be developed as per the Policy for Pedestrian Safety and Comfort for the Pune city
developed by the PMC.
Table 9-30: List of Roads identified for Footpath Construction in PMC
Length Width of Proposed
No. Location
(km) Footpath (m)
1 Sutarwadi Road 1.4 2.5
2 Baner Pashan Link Road 1.1 2.5
3 Balewadi Road (via SKP Chowk) 2.3 2.5
4 Karve Road (Near Ambedkar Chowk) 1.1 2.5
5 Dhayri Phata Road 1.0 2.5
6 Swami Vivekanand Road, Bibvewadi 1.5 2.5
7 Laxmi Nagar Road / Golvalkar Guruji Path (Parvati) 1.8 2.5
8 Bhau Patil Road 1.0 2.5
9 Mundhwa Road 2.5 2.5
10 Madhukar Chimanrao Patnis Road 0.8 2.5
11 Samrat Ashok Road 1.5 2.5
Total 16.0
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Table 9-31: List of Roads identified for Footpath Construction in PCMC

Length Width of Proposed
No. Location
(km) Footpath (m)
1 Aundh Ravet BRT Corridor 3.5 2.5
2 Aundh Wakad Road 0.7 2.5
3 Kaspate Vasti Road 0.7 2.5
From Aditya Birla Hospital Road to Shri Chatrapati
4 1.8 2.5
Shivaji Maharaj Road (Via Wakad Police Station)
5 Nigdi Chikhali Road 1.3 2.5
6 Kalewadi Rahatani Road 2.0 2.5
7 Pimple Saudagar Road 1.0 2.5
8 Ganga Nagar Road (Akurdi) 4.0 2.5
9 Bhaktivedant Marg and Sant Namdev Marg (Akurdi) 1.8 2.5
10 Mata Ramabai Bhimrao Ambedkar Marg, (Nigdi) 1.1 2.5
11 Chinchwad Gaon Road 0.8 2.5
12 PCMC Link Road 1.7 2.5
13 River Road / M.G. Road (Pimpri) 1.5 2.5
14 Pimpri Chinchwad Road (via MIDC Chowk) 2.5 2.5
15 Nasik Highway (Near Bharat Mata Chowk, Moshi) 1.0 2.5
16 Spine Road 0.5 2.5
17 Bhosari Alandi Road 1.2 2.5
18 Ravet Village Road, (Akurdi) 1.4 2.5
19 Rahatni Link Road 2.0 2.5
20 Tathavade Road (Ravet) 1.2 2.5
Total 31.7
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Figure 9-32: Roads identified for provision of Footpath in PMC
Figure 9-33: Roads identified for provision of Footpath in PCMC
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Some of the suggestions for implementation of footpaths are presented below:

 Footpath facilities should be augmented by acquiring land, wherever required. This is
major step towards sustainable transportation
 At important busy roads and Junctions railing should be provided to prevent spilling of
pedestrians on the carriageway
 Footpaths should be kept free from utilities and shops such as STD booths, electric
poles, dustbins, telephone chambers, parking and hawking activities etc.,
 Signage and markings will encourage pedestrian to use pedestrian facilities and should
be provided near important transport terminals, major traffic generators i.e. commercial
areas, educational institutions, hospitals etc.,
 Footpaths should be made continuous along all the BRT and Metro Corridors.
 Footpath should be developed on both sides of road for corridors which are currently
having footpath only on one side and also footpaths having width less than 1.5 meter has
to be considered for widening (if ROW permits).
 Curb height for all existing and proposed footpaths needs to be maintained as 150 mm
as curb height more than 150 mm discourages pedestrians to use footpath.
9.5.4 Pedestrians Grade Separated Facilities

Providing grade separated pedestrian crossing is an efficient way of improving safety for
pedestrians, particularly at locations with high traffic volumes or on the corridors with larger
widths. Following criteria is considered for provision of grade separated pedestrian facilities.
 Busy and wide junctions with many arms where area to be covered by pedestrian to cross
the road is more
 Mid-block sections of major roads where the traffic speed and cross pedestrian traffic is
high
The recommended locations for pedestrian grade separators are presented in Table 9-32, Table
9-33 and Table 9-34.
Table 9-32: List of Pedestrian Grade Separators proposed in PMC
No. Location Length (m) Remarks
1 Viman Nagar Chowk on Nagar Road 60 Across Nagar Road

Connecting all the 3 arms of
2 Kharadi Bypass Junction on Nagar Road 130
the Junction
Busy road connecting two
3 Near Amanora Mall on Magarpatta Road 30
malls on opposite side of road
Connecting all 4 arms of the
4 Mundwa Chowk on Magarpatta Road 100
Junction
5 Kalubai Chowk on Solapur Road 50 Across Solapur Road
6 Fatima Nagar Junction on Solapur Road 40 Across Solapur Road
Khadki Railway Station on Old Mumbai
7 25 Across Old Mumbai Road
Highway Road
Near Harris Bridge on Old Mumbai Highway
8 45 Across Old Mumbai Road
Road
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Near Swargate bus terminal connecting On Satara Road connecting
9 50
PMPML Bus stand on Satara Road MSRTC and PMPML Bus stop
On Satara Road having an
10 City Pride Chowk on Satara Road 40
access to BRTS Stop
Rajiv Gandhi Chowk near Rajiv Gandhi Zoo On Satara Road having an
11 75
Park on Satara Road access to BRTS Stop
Connecting all major roads at
12 Katraj Chowk on Satara Road 150
Junction
Sanjeev Gandhi Road to Wellesley Road Connecting front and Back
13 220
connecting the Pune Railway Station side roads of Railway Station
Connecting all arms of the
14 Dr. Kapote Chowk on Ganeshkindh Road 100
junction
Alka Talkies Chowk on Lal Bahadur Sastri Connecting all arms of the
15 120
Road Junction
16 Dhole Patil Chowk/ Wadia College 40 Across Bund Garden Road
17 Jehangir Hospital Junction 50 Connecting all 3 arms
18 Near PMC Building 40 Across Congress House Road
Table 9-33: List of Pedestrian Grade Separators proposed in PCMC

Connecting PMPML Terminal
1 Bhakti Shakti (PMPML and MSRTC) 70
and Bhakti Shakti Udyan
2 Kasarwadi (Near Railway Station) 65 Across Old Mumbai Highway
Intermediate access near to
Modification of Existing FOB near Poona
highway shall be provided as
3 Public School (Before Bhosari on Nasik
existing access in interior to
Road)
pedestrian movement
4 Bhujbal Chowk (Near Hinjewadi Flyover) 70 Across Westerly Bypass
5 Bharat Mata Chowk, (Moshi) 40 Across Nasik road
Table 9-34: List of Pedestrian Grade Separators proposed in Rest of the Study Area
1 Talegaon Chowk, Chakan 70 Across Nasik Road

2 Awalwadi Junction, Wagholi 65 Across Nagar Road
3 Chakan Chowk, Shikrapur 70 Across Nagar Road
In addition to the above, following railway stations have to be connected to the nearest metro
station with pedestrian grade separators/skywalks:
 Chinchwad
 Akurdi
 Khadki
 Shivaji Nagar
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 Hadapsar
9.5.5 Pedestrian Crosswalks
Raised Pedestrian Crosswalks

Raised Pedestrian crosswalks are proposed at high
pedestrian intensity areas. The advantages of raised
pedestrian cross walks are as follows:
 It act as a traffic calming measure
 Increase the visibility of pedestrians to motorist
 Encourage motorists to proceed at or below the
posted speed limit
 Increase the safety of pedestrians
Raised crosswalks can be used at mid-block or at intersections. They are useful in high
pedestrian areas.
Raised pedestrian crosswalks are suggested based on the following criteria:
 Mid-block locations where vehicular speed and pedestrian traffic are comparatively high
 Junctions where traffic signals are not present/ partially working and speed of the vehicles
is more
The identified raised pedestrian crosswalk locations are listed in Table 9-35 and presented in the
Table 9-35: List of Locations identified for Raised Pedestrian Crosswalk
No. Locations
PMC
1 Near Pavilion Mall on Senapati Bapat Road
2 Near Westin Hotel, N Main Road
3 Magarapatta Main Gate, Magarpatta Road
4 Hadapsar Junction
5 Near Orchid Speciality Clinic on Baner Road
6 Mahadji Shinde – Kumar Classic Rd Junction near Westend Mall, Aundh
7 NCL Main Gate on Pashan Road
8 In front of Kothrud Bus Stand on Karve Road
9 Near Bank of Maharastra on Paud Road
10 SP Chowk on Tilak Road
11 Near Lunawat Hospital on Tilak Road
12 Near Indian Overseas Bank on Sinhagad Road
13 Near Mod Tech Engineering College on Sinhagad Road
14 Market Yard Junction on Market Yard Road
15 Near Shri Dattpur Mandir on Bibvewadi Road
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No. Locations
16 Near Market Yard Last Bus Stop on Jawaharlal Nehru Road
17 Near E Square Konark on Kondhwa Road
18 In front of SP Infocity on Saswad Pandharpur Road
19 In front of Eon IT Park, Fountain Road
20 Near Bank of Maharastra, Bhavdhan, Pashan Road
21 In front of Shivaji Nagar MSRTC Bus Stand
PCMC
1 Bhosari (Near Alandi Chowk on Nasik Road))
2 Aditya Birla Hospital Road (Near Dange Chowk)
3 Aditya Birla Hospital Road (Near Aditya Birla Hospital)
4 Kaspate Vasti Road (Near Chatrapati Chowk)
5 River Road ( Near Gadge Maharaj Chowk, Pimpri)
6 MG Road (Near Arya Samaj Chowk, Pimpri)
7 Landewadi Chowk
8 Yashwantrao Chawan Road (Near Pimpri Chinchwad Complex)
9 Yashwantrao Chawan Road (Near Pimpri Chinchwad Road)
10 Wakad Road (Near Apple Hospital)
Figure 9-34: Roads identified for Raised Pedestrian Crosswalks in PMC
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Figure 9-35: Roads identified for Raised Pedestrian Crosswalks in PCMC

In addition to the above locations, all the proposed and existing BRTS bus stops should be
provided with raised pedestrian crosswalks to facilitate the passengers to access the bus stops.
Zebra Crossings with Rumble Strips and Pedestrian Signal

Pedestrian crosswalks consisting zebra crossings with rumble strips are suggested at several
locations. Pedestrian signals in high pedestrian junction areas outside the core areas are also
suggested. The advantages of pedestrian zebra crossings with rumble strips and pedestrian
signal is as follows:
 Demarcating pedestrian walkways at junction area
 Rumble strips reduces the speed of the vehicles entering the junction
 Serve as stop line even for motorists before junction
 Guide to make adequate distance between pedestrian and motorist and avoid conflict of
movements
 Signal will give adequate time for the pedestrians to cross the carriageway
Locations where Zebra Crossing with rumble strips are recommended is presented in the Table
9-36, Figure 9-36 and Figure 9-37.
Table 9-36: List of Roads identified for Zebra Crossings with Rumble Strips
No. Locations identified for Zebra Crossings with Rumble Strips

PMC
1 Balewadi High Street Junction, Baner Road
2 Baner Pashan Link Road Junction on Baner Road
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3 ITI Road Junction on Baner Road
4 Baner Pashan Link Road Junction on Sus Road
5 Alankpuram Road Junction on Pashan Road
6 Pashan Chowk on Pashan Road
7 Annabhau Sathe Square on Paud Road
8 Karve Chowk on Karve Road
9 Abhinav Chowk on Karve Road
10 Nalstop Junction on Karve Road
11 Khanduji Baba Chowk on FC Road
12 Rajaram Chowk on Sinaghad Road
13 Hingane Chowk on Sinaghad Road
14 Abhinav Chowk on Tilak Road
15 Annabhau Sathe Chowk on Bajirao Road
16 Nagarkar Talim Chowk on Bajirao Road
17 Appa Balawant Chowk on Bajirao Road
18 Hutatma Chowk on Shivaji Road
19 Rameshwar Chowk on Shivaji Road
20 Swargate Chowk on Shivaji Road
21 Laxmi Narayana Chowk on Satara Road
22 Mitramandal Chowk on Vanari Road
23 Panchmi Hotel Chowk on Satara Road
24 Shiva Darshan Road Junction on Satara Road
25 Padmavati Chowk on Satara Road
26 Ahilya Devi Chowk on Satara Road
27 KK Market Road Junction on Swami Vivekananda Road
28 Sitaram Thakare Road Junction on Swami Vivekananda Road
29 Power House Chowk on Jawaharlal Nehru Road
30 Sant Kabir Chowk on Jawaharlal Nehru Road
31 Seven Loves Chowk on Jawaharlal Nehru Road
32 Gultekdi Chowk on Jawaharlal Nehru Road
33 Market Yard Junction on Jawaharlal Nehru Road
34 Indira Gandhi Chowk on Sholapur Road
35 Kondwa Chowk on Sholapur Road
36 Veer Tanaji Mansure Chowk on Sholapur Road
37 Indira Gandhi Chowk on East Street
38 Dr. Ambedkar Chowk on Moledina Road
39 Nehru Memorial Hall Chowk on Moledina Road
40 Dr. B. R. Ambedkar Chowk on Old Mumbai Highway
41 RTO Junction on Old Mumbai Road
42 Elphinstone Road Junction on Old Mumbai Road
43 Netaji Chowk on Airport Road
44 Gunjan Chowk on Samrat Ashok Road
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45 Shastri Nagar Chowk on Samrat Ashok Road
46 Gold Adlab Chowk on East Avenue, Kalyani Nagar
47 Junction near Reliance Smart on Magarpatta Road
48 Berman Chowk on Vidyapeeth Road
Locations in PCMC
1 Bhumkar Chowk, Aditya Birla Hospital Road
2 Doctor Babasaheb Ambedkar Chowk on Ravet Village Road
3 Below Nigdi Flyover, Old Mumbai Highway
4 Durga Chowk, Chinchwad Akurdi Road
5 Om Sai Chowk, Spine Road
6 PCMC Link Road Junction, Chinchwad
7 Shrusthi Chowk, Pimple Gurav,
8 Near Soniya Hostel, Talawade Road
9 Wakad Chowk, Wakad Bhosari BRTS Road
10 Chapekar Chowk, Chikali – Kaspate Vaste BRTS Road
11 Chikali Bus Stop, Dehu Alandi Road
12 Sambhaji Chowk
13 PCP College Chowk, Akurdi
14 Chhatrapati Chowk, Wakad
15 Tapkir Chowk
Figure 9-36: Roads identified for Zebra Crossing with Rumble Strips in PMC
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Figure 9-37: Roads identified for Zebra Crossing with Rumble Crossings in PCMC
9.5.6 Pedestrian Priority Streets

Over the years, mobility of vehicles has been the focus resulting in neglect of pedestrian
facilities. There is a need for reclaiming streets for pedestrians from vehicles. The walkable street
with other complementary activities plays an important role in social cohesion.
Pune has already initiated several pedestrian oriented projects. Pedestrian priority streets are a
step forward in this direction wherein emphasis is given more on enjoying walking and cycling
and discouraging vehicular movement. Such streets will have wide, high quality and well
maintained footpaths with recreational activities for all age groups of citizens.
Minimum space is allocated for vehicular movement and if required based on the availability of
alternative road network one-way schemes can be suggested for vehicular movement. Parking is
to be discouraged on such streets or one side only allowed on such streets as long as it does not
affect the pedestrian flow. Such streets provide platform for various activities like art fare,
exhibitions, promotions, festivals, recreations, group activities for learning and exercising etc.
Such streets boost the allied business and provide new sources of revenue for the citizens or
ventures that can operate and maintain them. Such streets need to be provided with good tree
shades, landscape, lighting, sitting and interaction places, bicycle stands, smart elements along
with WiFi etc. Safety too needs to be addressed as these streets need to be care free for small
kids, senior citizens and also need to have universal accessibility. These can be linked with
markets, parks, schools and also public transit. Traffic calming measures need to be installed
along and around approaches of such streets.
In view of many benefits, following pedestrian priority streets have been proposed and the same
is presented in Table 9-37. These should be taken up in phased manner and learning from the
experiences should be incorporated in next phase of projects.
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Table 9-37: List of Pedestrian Priority Streets in PMC and PCMC
No. Pedestrian Priority Streets

PMC
Road connecting Balewadi High Street Road and Old Baner –
1
Balewadi Road
2 Someshwar Wadi Road
3 Public Workshop Road, Aundh
4 Park Road, Range Hill, Khadki Cantonment
5 Factory Road, Khadki Bazar
6 Samrat Ashok Path, Bhimashankar Society
7 Anand Vidyanikethan High School Road, Viman Nagar
8 Vascon Forest Edge Road, Kharadi
9 Amanora Park Town Road
10 Road connecting Old Mundwa Road and Kharadi Road
11 Kale Pedal Bypass Road
12 Flower Valley Lane, Wanwadi
13 Mahadji Shinde Road, Wanowrie
14 Gangadam Road
15 Sitaram Ambaji Bhidve Road
16 Peshve Park Lake Road
17 Tridal Hall Road
rd
18 3 Lane, Paschimagari
Locations in PCMC
1 Main Bazar Road, Pimpri
2 Ganga Nagar Road
3 Morwadi Road
4 Global International School Road, Chinchwad
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Figure 9-38: Identified Pedestrian Priority Streets in PMC
Figure 9-39: Identified Pedestrian Priority Streets in PCMC
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9.5.7 Pedestrianisation
Shrukravar Peth-MG Road, Phule Mandai Market-Shanipar Mandai Road-Gayakwad Road-
Amrale Road-Fruit Market Road and Pimpri market are proposed as vehicle restricted zones
where only pedestrian movement is allowed. Map showing the vehicle restricted zones, vehicle
circulation pattern is presented in the Figure 9-40.
Off-street parking facilities need to be developed in the nearby areas where people can park the
vehicle and access the pedestrian zones easily. The bus route alignment and bus stop location
needs to be modified for public transport connectivity to these areas.
Vehicles parked inside Phule Mandai market area Two wheelers parked on Jibya Maruti Chowk
Pedestrian-vehicle conflict due to poor traffic Auto rickshaws and private vehicles parked in
management at Rameshwar Chowk PMPML bus stand at Rameshwar Chowk
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Figure 9-40: Phule Mandai Market area recommendations for Pedestrianisation

Pedestrianisation of roads involves implementing following measures:
 Improving roads with pedestrian friendly streets
 Identifying potential locations for vehicular parking outside the pedestrian zones
 Parking management strategies on roads connecting the proposed pedestrian zones
 Creating public spaces with circulation and seating areas etc
 Organizing and regulating street vending
 Providing street furniture
 Improving signages and road markings
 Restriction on Loading/ Unloading activities during the day and shall be allowed late
evenings/ during nights and early mornings
The vehicles at Phule market shall be restricted during 4 hours in the morning peak and 4 hours
in the evening peak period. A pilot may be attempted and learning may be incorporated
subsequently. The benefits of pedestrianisation are:
 Relives congestion on busy commercial streets
 Streets become safe for pedestrians
 Encourages walking
 Accessibility to business improves
 Reduced environmental pollution
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PMC has taken up implementation of streets as per Urban Street Design Guidelines. The details
of the roads proposed by PMC for implementing as per Urban Street Guidelines are presented in
Table 9-38 and Figure 9-41.
Table 9-38: Roads proposed to be developed as per Urban Street Guidelines in PMC
No. Package Road Extent
1 Shivaji Road Swargate-Shaniwarwada

2 Bajirao Road Puram Chowk-Shaniwarwada
3 Saras Baug Road Mitramandal Chowk-Puram Chowk
4 Package 1 -Core City Laxmi Road Belbaug Chowk-Alka Talkies Chowk
Thorle Madhavrao Peshwe Heerabaug Chowk-Apte
5
Road Sabhagruha-Dandekar Majoor Adda
Dandekar Bridge-Alka Talkies
6 Shastri Road
Chowk
7 Satara Road Katraj Chowk-Swargate Chowk
8 Swami Vivekanand Road City Pride Chowk-Vit Hostel Road
Swargate Chowk To Seven Loves
9 Solapur Road-1
Package 2 -Satara Road Chowk, Upto Pmc Limit
& Surroundings Hadapsar Gadital To Fatimanagar-
10 Solapur Road-2
Bhairoba Nala
11 Parvati Road Indira Gandhi Chowk- Gera Junction
Seven Loves Chowk-Gangadham
12 Nehru Road
Corner
13 Sinhgad Road Rajaram Bridge -Dhayari Phata
Package 3 -Sinhgad
14 Sinhgad Road-2 Dandekar Bridge-Rajaram Bridge
Road & Surroundings
15 Maharshi Karve Road Warje Bridge- Karve Putala
Garware Chowk-Subhash Chandra
16 Jm Road
Bose Chowk
Garware Chowk-Agriculture College
17 Fc Road
Chowk
Jhashichi Rani Chowk -Dengle
18 Congress House Road
Package 4 -Deccan & Bridge
Pune Station Area Ganeshkhind Road- Subhash Chandra Bose Chowk-
19
Wellesley Road Bundgarden Road-Moze College
Sanjay Gandhi Road-Hh
20 Maldhakka Chowk -Alankar Chowk
Prince Agakhan Road
RTO Chowk-Nehru Memorial Hall
21 Old Mumbai Pune Highway
Chowk
From the above mentioned street network, about 130 km of major streets have been assigned for
redesigning in 2013. The remaining street network planned to be covered in subsequent years.
Out of these, 100 km, streets are prioritised based on budgetary provision in which 50 km of road
network is proposed to be developed in Phase 1 and rest in Phase 2
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Figure 9-41: Details of Streets being implemented by PMC as per Urban Street Design
Guidelines
PCMC has decided to make pedestrian friendly and redesign following stretches on pilot basis.
The details of the roads are presented in the Table 9-39.
Table 9-39: Roads to be redesigned under Pune Street Programme (PCMC)
No. Name of Stretch RoW (M) Length (Km)

1 Akurdi Railway Station to Ravet 30/24 3
2 Akurdi Railway Station to Bijli Nagar 18 2
3 Akurdi Railway Station to Nisarg Darshan Society 18 1
4 Akurdi Railway Station to Ganga Nagar 18 2
5 Jagtap dairy to Brigde on pimple Nilakh 24 2
As part of Pune Smart City Program, redesign of streets is in progress in following areas:
 Aundh
 Baner
 Balewadi
 Sangvi
 Pimple Saudagar
 Pimple Gurav
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In addition to above, following roads shall be taken up for redesign based on urban street design
guidelines:
 Pashan Road – 3.5 km

 Ganeshkind Road – 3 km
 Paud Road – 4.2 km
 Bhosari – Alandi Road – 2.8 km
 Khandoba Chowk – Hutatma Chowk (Akurdi Railway Station Road) – 2.4 km
 Bhondwe Chowk – Chapekar Chowk Flyover – 3.1 km
9.5.8 Bicycle Tracks

Bicycling is the most efficient and environmentally sustainable means of making short trips.
Comprehensive bicycle plan for Pune was launched in the year 2017. The salient features of the
plan are presented in this section. Pune Municipal Corporation has already constructed bicycle
tracks of around 40 km. Some of the roads in PMC on which bicycle track are constructed are
Table 9-40: Existing Roads having Bicycle Tracks
No. Location
1 Jangli Maharaj Road
2 Vidyapeet Road
3 Karve Road
4 Sinhagad Road
5 Paud Road
6 Solapur Road
7 DP Road, Aundh
8 Satara Road
In the above listed bicycle tracks, some are segregated and others are marked with paints. From
the inventory survey it is observed that on many roads, bicycle tracks are encroached by parking
and hawkers. Parking and encroachment is more pronounced on bicycle tracks which are
painted and unprotected. Considering the comfort and safety of the cyclists all such
encroachments on the bicycle tracks has to be removed. It is also observed that bicycle tracks
are discontinuous and not properly integrated at junctions. The junction treatment for bicycles is
very important as these area are more vulnerable and not safe. Hence, it is suggested to provide
continuous bicycle tracks and integrate them at all junctions.
The “Comprehensive Bicycle Plan for Pune” recommends various types of bicycle tracks based
on condition of roads and traffic. The various types of bicycle tracks proposed in PMC are
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Figure 9-42: Proposed Bicycle Track Network in PMC

The details of the Proposed Bicycle Network Plan are presented in Table 9-41.
Table 9-41: Details of Proposed Bicycle Network Plan in PMC
Type LHS (km.) RHS (km.) Total (km.)

Retrofit 26 27 53
Bicycle Track 255 276 531
Bicycle Lane 70 84 154
Footpath + Bicycle track 5 6 11
Greenway 75 0 75
Total 431 393 824
Source: Pune bicycle plan, 2017
In PCMC, share of trips by bicycles can be improved by constructing the bicycle tracks area-wise
initially. Through this approach bicycle infrastructure will be developed in selected areas initially
later along the major corridors. Areas for providing bicycle tracks is identified and presented in
Table 9-42 and the proposed corridors for the development of bicycle tracks are presented in
Figure 9-43.
Table 9-42: Locations for Proposed Bicycle Tracks
No. Location
1 Akurdi
2 Nidgi Pradikaran
3 Chinchwad Gaon
4 Kalewadi
5 Pimpri
6 Wakad
7 Bhosari
8 Hinjewadi (connecting Phase 1, Phase 2 and Phase 3)
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Figure 9-43: Proposed Bicycle Track Network in PCMC

Overall benefits of bicycle track network is as follows:
 Provision of bicycle tracks would enable the urban poor to use bicycles which is more
affordable
 Segregation of bicycles from fast moving traffic will improve safety
 Increase the capacity of road due to segregation of slow moving vehicles
 Improvement in the quality of urban environment

 Saving in fuel consumption
The minimum width for bicycle track is 2 m for one-way movement and 3 m for two-way
movement. A 0.5 m buffer is needed between a bicycle track and motor vehicle or parking lanes.
The buffer can accommodate ramps and storm water catch pits. The buffer should be paved if it
is adjacent to a parking lane. A typical view of the bicycle lanes with footpath separating normal
traffic is shown in Figure 9-44.
Targeting educational trips for usage of bicycle tracks is best way to encourage the bicycle use.
Educational institutions should also encourage either public transport or bicycle so as to minimize
use of private vehicles. Bicycle parking provision shall be made in schools, colleges and other
public institutional areas and should be made available free of cost.
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2.0m 2.5m
Figure 9-44: Typical View of Segregated Non-Motorised Vehicular (Bicycle) Lane

As a policy, bicyclists should be allowed to park their bicycles for free at all important locations
such as bus terminals, educational institutions, hospitals, commercial areas etc. This will also
encourage the usage of bicycles. However, time limit restriction shall be considered based on
location to improve turn over. A typical cross section showing provision of cycle tracks with one-
way movement is presented in the Figure 9-45 and Figure 9-46.
Figure 9-45: Four Lane Divided Road with either side Bicycle Track
Figure 9-46: Four Lane Divided Road with one side Bicycle Track
9.5.9 Public Bike Sharing Scheme (PBS)

A bike sharing system is a service in which bicycles
are made available to individuals on a very short term
basis. Bike share schemes allow people to borrow a
bike from point "A" and return it at point "B". Many
bike-share systems offer subscriptions that make the
first 30–45 minutes of use very inexpensive,
encouraging their use as transportation. This allows
each bike to serve several users per day.
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The central concept of these systems is to provide free or affordable access to bicycles for short-
distance trips in an urban area as an alternative to motorized public transport or private vehicles,
thereby reducing traffic congestion, noise, and air pollution. Bicycle sharing systems is one of the
strategy to solve the "last mile connectivity" problem and connect users to public transit networks
However, it is important to provide infrastructure which can take care of the safety issues
associated with cycling. Many of the cyclists feel that it is unsafe because of other vehicles on
the road for which the running speed is immensely different. Hence the scheme is more effective
with dedicated bicycle tracks which can segregate cyclists from rest of the traffic.
PMC has carried out a study through iTrans for PBS in 2017. The proposed primary and
secondary stand locations suggested in the study is presented in Figure 9-47 and Figure 9-48.
Figure 9-47: Bicycle Docking Stations in Pune

Source: iTrans
PBS should be made available at important public places like hospitals, schools, parks, tourist
areas, terminals bus/rail, shopping complex and institutional areas and major bus stops and
railway stations. The study recommended 388 bicycle stations with 4710 bicycles.
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Figure 9-48: Phase-1 of Pune PBS

Source: iTrans
Some of the essential components of the scheme are listed below:

Main Station (at least 17m x 3m)
 Sheltered space for proper docking of at
least 30 customized bicycles
 A small cabin for the Docking Station
manager and space for smart card/
mobility card reader and support system
for transactions
 Space for washing of bicycles and minor
repair and maintenance of bicycles
Sub Station (at least 7m x 3m)
 Sheltered space for proper docking of at
least 10 customized bicycles
 A small cabin for the Docking Station manager and space for smart card/ mobility card
reader and support system for transactions
 Space for washing of bicycles and minor repair and maintenance of bicycles
Bicycles
 State-of-the-art bicycles
 In-built hidden GPS devices for tracking
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PBS in Pune
Bicycle sharing schemes were launched in 2017 by Zoomcar (PEDL) and Chinese firm OFO in
central parts of the city in association with the Pune Municipal Corporation (PMC) are proving
popular among residents, mostly youngsters who are using them for short trips. A total of 1200
cycles have been deployed in areas like Aundh, Baner, Balewadi, Shivajinagar, Deccan, FC
Road, JM Road, Law College Road, Prabhat Road, Pimple Saudagar and Pimple Nilakh. The
cycles have also been deployed in educational institutions such as Savitribai Phule Pune
University and College of Agriculture, Pune, which have sprawling campuses. The 1,200 cycles
deployed in the city are being used to gauge behavioural and usage patterns. PEDL has
deployed 900 cycles while OFO has deployed 300. In the later phase 300 more cycles were
deployed in Magarpatta recently.
Since then till April 2018, more than 3.5 lakh citizens had used PEDL bicycles.The current rate
for PBS is Rs. 3 per 30 minutes. The scheme was jointly launched by PSCDCL and PMC first at
Aundh and replicated across the city. PSCDCL has allocated Rs.10 crore to develop
infrastructure such as dedicated/shared cycling tracks, parking locations, signage, and
advertisement and for citizen engagement programs.
Figure 9-49: Existing dock-less stations under PEDL in PMC (Zoomcar)
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Figure 9-50: Existing dock-less stations under PEDL in PCMC (Zoomcar)
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Opinion Survey on PBS

Opinion Survey on PBS is carried out to understand the usage pattern. Around 100
samples were collected from Kothrud, FC road, JM Road and Aundh. Some of the
major inferences from the survey are
 93% of the users are between the age group of 15-30 years of which 69% were
students.
 Around 43% of the trips were made under leisure trips (Work – 23% and
education – 14%).
 Most of the users used cycles for making short trips.
 80% of the trips are less than 3 km.
It is interesting to notice that more than 60% of the users do not own any vehicles. The
PBS is providing the much needed last mile connectivity to public transport to access
work and commercial areas. Users are charged a nominal fare of Rs.3 for every 30
minutes, making it very affordable for the users. 60% of the users are even ready to pay
20% more than the present fare in future as they found the system very comfortable
and easily accessible.
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9.6 Freight Movement Plan and Truck Terminals

Freight traffic carrying goods within city affects the overall city mobility. Freight traffic comprises
of both local traffic and regional traffic. Since the transportation of goods will grow with economic
growth, the planning for the movement of goods needs to be given due importance.
Many National and State Highways bring fright traffic to the study area. The analysis indicated
that there is lack of terminal facilities for trucks and multi-axle vehicles. One truck terminal is
under construction on Mumbai Highway by MSRDC. It is proposed that truck terminals shall be
located on all the radial roads where truck movement is observed. Most of the trucks and multi
axle vehicles are parked on all important radial roads. To reduce the impact of heavy vehicle
movement on local traffic, trucks are banned during day time on various roads for different time
periods. This has significantly increased parking demand for trucks on all major radial roads
outside the PMC and PCMC boundary. Lighter modes of transport for goods movement almost
take place throughout the day in all parts of the city.
Current best practices in urban freight management comprises of use of light vehicles within the
city, consolidation/disaggregation of goods at logistics centres located on outskirts of the city.
These logistics centres will have storage/value added services and connected with Regional
Road and Railway network. Typically high capacity trucks of 30 tonnes are used at these
locations as well trains. The concept is presented in Figure 9-51.
Figure 9-51: Concept of Urban Freight Management

Following proposals needs to be implemented in this regard
 Development of bypass railway line and Development of Multi-modal logistic parks
 Development of truck terminals along the ring road
 Relocating activity centres for congestion free inner areas (Markets, shifting Road/Rail
terminals outside the city
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 Shifting of Rail Cargo terminals along the proposed Bypass Rail line
 Loading/Unloading for example for markets etc., should be allowed during the night period
only.
The major issues with regard to road freight traffic are as follows:
 Lack of Bypass on the eastern side: at present existing short stretch of eastern bypass is
2-lane road only.
 Most of the truck parking areas in Pune and Pimpri lack amenities for long-haul operators.
Basic facilities like resting rooms, toilets, drinking water, restaurant and vehicle repairs are
either not available or poorly maintained.
 Trucks are found parked at following locations (outside terminals due to saturated
conditions, roads near industrial areas)
o Transport Nagar - Nigdi
o Chinchwad MIDC
o Kiwale
o Along the Nashik i.e. Bhosari MIDC, Chakan, Moshi
o Chikli Road
o Along the Solapur Road- Loni, Uruli Kanchan
o Dhankwadi, Shindewadi, Khed Shivpur
o Undri
o Mantarwadi
o Market yard
Proposals
 Truck terminals should be located on the periphery so that loading and unloading of inter-
city trucks can take place there and help in reducing congestion and pollution within the
city
 Multi-modal logistic hubs shall be developed along the ring road
 Existing terminals inside the city limits could be used for goods storage and for loading
and unloading of intra city light commercial vehicles
 All truck terminals must have basic facilities like resting rooms, toilets, drinking water,
restaurant and vehicle repairs. Provision for rooms for night halt should also be made as
per demand.
 The association of the transport companies and truck owners should take responsibility for
general cleanliness of the area, maintenance of parking areas and provision of security
systems
 All truck terminals should have separate entry and exit points to avoid conflicts and
crashes
 Parking and other charges shall be imposed to generate revenue to meet O&M costs. The
regional transport office should revise the parking fee of trucks inside the terminals to
discourage parking for long durations
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 There is a need for application of ITS and surveillance systems in truck terminals
To cater to the truck parking and loading/unloading requirements, truck terminals are proposed at
several locations as shown in Table 9-43 and Figure 9-52.
Table 9-43: Proposed Truck Terminals
No. Location Area in Acres

1 Mumbai Highway and Expressway 75
near Talegaon
2 Nasik Road near Kuruli 15
3 Nagar Road near Wagholi 20
4 Solapur Road near Loni Kalboor 40
5 Saswad Jejuri Road near Fursungi 25
6 Western Bypass near Jambhulwadi 65
Figure 9-52: Proposed Truck Terminals
9.7 Railway Proposals

Railway proposals for both passenger and goods traffic which are either under implementation or
in pipe line are summarised below based on the discussions with officials of Central Railways.
 3rd and 4th line from Pune to Lonavala
 Doubling of Pune-Satara rail line
 Pune-Nashik Railway Line
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 Redevelopment of Pune Railway Station
 Expansion of Hadapsar and Chinchwad Railway stations for long distance trains
 Lonand-Phaltan-Baramati BG line connecting Miraj and Solapur lines.While Lonand to

Phaltan was completed in 2017; Phaltan to Baramati is under implementation where land
acquisition is in process.
 Railway siding at Patas to cater the needs of proposed cement cluster and at Charoli
Alandi station near Uruli Kanchan to cater the need of proposed Bharat Petroleum
storage facility
 Expansion of the existing Saswad railway siding facility to 15,000 tons from present
handling capacity of 3000 tons. A multi-modal logistic hub is proposed to be developed at
Mavali near Lonavala
 Proposal for ROB/RUB at LC no.45 between Pune to Lonavala section and LC no.8
between Pune to Daund section
 Chord line between Hadapsar to Phursungi and Phursungi to Loni
The Central Railways, Pune Division suggestions and comments on Draft CMP is presented in
Annexure 9-4
9.7.1 Rail Terminals

The current status of goods sheds in Pune and Pimpri-Chinchwad includes infrastructures
developed at Gadital, additional yards at Hadpsar and Chinchwad, oil sidings at Loni Kalbhor,
container depot at Chinchwad, military sidings at Khadki and Dehu Road, rail terminals at Pune
railway station, Fursungi and Ghorpodi. Additionally, there are large marshalling yards at Daund
and Inland Container Depots without Container Freight Stations at Chinchwad. The details of
existing rail sidings are presented in the Annexure 9-5.
At most locations in Pune and Pimpri lack of capacity, access and dispersal is a major issues
due to space constraints. Railways are presently facing pressure both from the public and the
city administration for shifting of the terminals/sheds/yards/sidings to outside the city limits in
view of the substantial growth in population and surrounding areas. This will reduce congestion,
and air and noise pollution. The space available after relocation could be utilized for further
augmenting passenger amenities. For example, Fursungi is having severe access problems. In
addition to above, the proposed greenfield airport access road passes through Fursungi. In view
of the Railway Goods terminal shall be shifted outside the city limits along the proposed bypass
railway line.
9.7.2 Bypass Rail line connecting Talegaon with Daund

At present, the Suburban Rail is sharing tracks with long distance trains and therefore increasing
the frequency is not possible. The current railway lines in Pune division are saturated (for 2015-
16) as presented below.
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Table 9-44: Saturation of Rail lines in Pune Division (2015-16)
Capacity
Section
Utilization
Lonavala-Talegaon 141%
Talegaon-Pune 143%
Pune-Daund 107%
Pune-Satara 118%
Daund-Baramati 128%
Source: Central Railways
In view of above, a bypass Rail line is proposed connecting Talegaon-Daund with one branch
line from Shikrapur to Loni Kalbhor/Fursungi. The line will connect proposed Pune-Nashik line as
well as all the industrial areas and reduce road based traffic. Though quadrupling the Lonavala-
Pune is proposed by Railways, the implementation may be subject to land acquisition and
funding which may take years. Moreover, this line can be dedicatedly used for suburban and long
distance trains and bypass line can be utilized for goods trains. It is suggested that the goods
terminals located within the city shall be shifted to the areas near proposed bypass lines. The
conceptual bypass line and proposed railway terminal locations is presented in Figure 9-53.
This bypass railway line will cater to industrial areas such as Talegaon, Chakan, Shikrapur,
Ranjangaon, Lonikand as well cater to the through traffic. Railways can plan the state of the art
multi-modal logistic hubs along the proposed bypass line with mechanical rapid handling systems
for loading and unloading operation, paved loading/unloading areas, circulation areas, provision
of ROB/FOBs, use of ITS for optimizing the capacity.
The Phursungi station can be converted in to passenger terminal. Direct trains from Satara to
Nashik can be planned. The bypass line will serve towns along the railway line. Since it is sparsly
developed area, building rail line will have long term benefits.
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Figure 9-53: Conceptual Bypass Railway Line
Figure 9-54: Proposed Railway Sidings by Central Railways
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Railway Connectivity to Airport: High speed Airport Metro link will be required from Hadapsar
to proposed Airport.
9.8 Mobility Management Measures

Mobility Management (also called Transportation Demand Management or TDM) is a general
term for strategies that result in more efficient use of transportation resources, as opposed to
increasing transportation system supply by expanding roads, parking facilities and facilities for
private vehicles.
Mobility Management emphasizes the movement of people and goods, not just motor vehicles,
and therefore gives priority to modes (public transport, NMT and ridesharing) which optimizes
available road space and causes least pollution under congested conditions.
Mobility Management is particularly relevant for Indian cites, because of low costs and multiple
benefits. The benefits include congestion reduction, savings on road and parking facility
development, improved consumer choice, road safety, better environmental quality, community
liveability, efficient land-use and equity. Mobility Management can provide significant savings to
commuters and society by reducing and deferring road-way capacity expansion costs. These
measures can be implemented quickly, and target a particular location, time period or user
group.
More efficient management gives priority to modes that require less space per passenger-
kilometre, and to particularly high-value trips such as emergency vehicles and walking etc., In
general, Mobility Management should reflect the following priorities.
 Emergency vehicles/trips
 Walking
 Cycling
 Public Transit
 Service/Fright Vehicles
 Taxi
 Single Occupant Cars
 Automobile Parking
Traffic police have a vital role to play in the success of traffic management. This may require
special efforts to establish modern traffic enforcement techniques, adequate training, and
imparting technical knowledge and communication with general public.
Examples of mobility management travel impacts which can be applied to study area are
presented in the Annexure 9-6. Different types of mobility management strategies cause
different types of travel changes.
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9.8.1 Parking Strategy
Parking Policy of PMC -2016

PMC has formulated a parking policy in 2016. As per the policy, the city needs to give high
priority to parking control initiatives, which encourage shift from the use of personal modes of
travel, especially the 2-wheeler and cars, to public transport, walking or cycling. It is therefore
necessary to strike a balance between the need to provide parking space and the need to
accommodate facilities for sustainable modes of transport.
The parking policy aims to discourage the usage of private modes, encourages efficient use of
available parking spaces, aids in evolving a better transportation system, builds a strategy to
reduce congestion, pollution, and also helps the public transport system to grow.
Parking Fees and Exemptions
In Pune, on street Parking charges for 4-wheelers are Rs. 5/- per first hour & for subsequent 10
hours are Rs. 15/-. That means the parking charges for 11 hours are Rs. 20/-, which is very less
and two-wheelers are totally exempted from on street parking charges. Unless the parking
charges are increased parking policy will not be successful.
The following types of vehicles are exempted from parking charges when parked in designated
lots during certain periods:
 Passenger auto rickshaws and such para-transit when parked in designated lots meant for
their parking
 Ambulances
 Vehicles of specially-abled people
 Bicycles parking shall be free of charge at all times
 All types of PMPML buses
Parking Policy of PCMC

PCMC has prepared the draft of the parking policy5 which will be tabled before general body for
approval. Several residential spaces and commercial establishments in the city do not have
adequate parking space within the compound so vehicles are parked on adjoining roads. This is
leading to traffic congestion. Hence, the Pimpri-Chinchwad Municipal Corporation’s
comprehensive parking policy gains significance.
Parking Management Strategy

The parking management strategies are summarized in Annexure 9-7.
Land in urban area has high commercial value and use of such expensive commodity in any
manner has to be covered through pricing. Parking demand is elastic with respect to the parking
fee and by imposing a proper parking fee, parking demand can be minimized.
Pricing is an important component of a comprehensive parking policy. Pricing of parking areas is
a strategic tool to manage parking demand. Pricing needs to be based on location, vehicle type
and duration. It needs to be rationalized through a comprehensive pricing policy. It is advisable
that parking should be developed through private sector participation and parking projects can be
leveraged by giving some area for commercial use and advertisements rights.
5
“PCMC’s parking policy expected to reduce woes”, TOI dated 17th December,2017
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Revenue from parking can help in street improvements such as footpath maintenance, signage &
markings, bicycle tracks, tree plantation, etc.
Proposal for parking strategies in Pune should meet the following requirements:
 Minimizing the harm to local business that depend upon visitors to the area
 Maintaining continued reasonable level of access to the attractions of the area and
facilitate all types of short term visits to the area
 Achieving comprehensive rather than piecemeal improvements to avoid the problems
 Be simple to introduce, to understand, and to manage
 Be flexible enough to adjust to changing circumstances
On-Street Parking Management

The on-street parking can be managed by the restricting parking in following areas:
 Intersections - Vehicles should never be allowed to park within 50 m of a major
intersection. While the prohibition can be justified on road capacity considerations as well
as improving the safety i.e., the vehicles and the pedestrians must have adequate sight
distances while large commercial vehicles must be given sufficient space to negotiate the
left hand turns
 Narrow Streets – It will be necessary to have kerb parking management measures
because of the relative narrowness of streets in relation the needs of the moving vehicles.
Parking should not be permitted on two-way carriageways in the central areas especially
which are less than about 5.75 m wide and on one-way streets which are less than 4 m
wide
 Pedestrian Crossings – For safety reasons, parking should be prohibited on or adjacent
to pedestrian crossings (within 8 m)
 Priority Locations – Parking should never be permitted at kerb locations where priority is
to be given to public services. For example, parking should be avoided at/ or adjacent to
the bus stops etc.
The most efficient way of enforcing the parking restrictions is to use patrolling traffic police. Once
the junction improvements are made and signalized as per warrants of IRC, traffic police should
enforce strictly. Spot fines for the traffic offenders would act as a deterrent and would ensure
better road discipline. The predominant activity of the core of Pune (i.e. Laxmi road and peth
areas) is commercial based activates. All the streets have on-street parking which is occupying
about 1.5 m on either side. In view of above, on-street free parking shall be made paid parking
and in this regard several streets are identified for pay and park on-street parking facilities and
the same is presented in Table 9-45.
Table 9-45: Proposed Pay and Park On-street parking locations
No. Location for On-Street Parking Type of Parking
PMC
1 Shivaji Road Two-wheeler
2 Bajirao Road Two-wheeler
3 Laxmi Road Two-wheeler
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No. Location for On-Street Parking Type of Parking
4 Hadapsar Gadithal Area Two-wheeler/Car

5 Shivajinagar Bus Stand Area Two-wheeler/Car
6 Pune Railway Station Area Two-wheeler/Car
7 JM Road Two-wheeler/Car
8 FC Road Two-wheeler/Car
9 Balewadi Phata Two-wheeler/Car
10 Near Market Yard Two-wheeler/Car
11 Swargate Bus Stand Area Two-wheeler/Car
12 DP Road and Mahadji Shinde Road, Aundh Two-wheeler/Car
13 Lal Bahadur Sastri Road Two-wheeler/Car
14 District Court Two-wheeler/Car
15 Timber Market Road near Market Yard Two-wheeler/Car
Nagar Road near Viman Nagar Corner and Kharadi
16 Two-wheeler/Car
Bypass Junction
17 Balewadi High Street to Varsha Park Society Two-wheeler/Car
PCMC
1 Bhosari (50m away from the intersection) Two-wheeler/Car
2 Nigdi (50m away from the intersection) Two-wheeler
3 Dange Chowk (50m away from the intersection) Two-wheeler/Car
4 Chopekar Chowk (50m away from the intersection) Two-wheeler/Car
5 Landewadi Chowk (50m away from the intersection) Two-wheeler/Car
6 Pimpri market Two-wheeler
7 Kapate Chowk to Wakad Chowk Two-wheeler/Car
Mahesh Nagar Road near Yeshwanth Rao Chavan
8 Two-wheeler/Car
Hospital
Chikhali Akurdi Road from Thermax Chowk to Om
9 Two-wheeler/Car
Sai Chowk
Off-Street Parking Management

To encourage the use of off street parking facility, on street parking charges should be kept
higher than off street parking fees. The pricing should be based on three aspects viz type of
parking, location and demand management. However, a detailed parking demand management
study is recommended which may incorporate the financial viability and funding options for off
street multi-storey parking schemes.
Table 9-46 presents the sites which may be considered for the off-street parking locations. The
detail feasibility study should be undertaken for finalizing the locations.
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Table 9-46: Proposed off street parking locations

Approx. Land
No. Location for Off-Street Parking Remarks
Area (Ha)
Location in PMC
1 Katraj Chowk Surface Parking 0.50
Increase the Capacity of Existing
2 Pune Municipal Corporation 0.25
Multilevel Parking
Open the Existing Multilevel
3 Pune Railway Station 0.35
Parking for Cars
4 Shivajinagar Multilevel Parking 0.25
5 Swargate Multilevel Parking 0.50
6 Hadapsar Surface Parking 0.60
Multilevel Parking at existing
7 Market yard 0.35
surface parking
Location in PCMC
1 Akurdi Surface Parking 0.27
2 Chinchwad Railway Station Multilevel Parking 0.10
3 PCMC Building Multilevel Parking 0.25
4 Bhosari Surface Parking 0.50
5 Pimpri market Multilevel Parking 0.20
Apart from these locations parking facilities has to be provided at all metro stations, proposed
Multimodal hubs and ISBT locations. The list of proposed Multimodal hubs and ISBT where
parking has to be provided are presented in Table 9-47.
Table 9-47: Off-street Parking Facilities at Multimodal Hubs and ISBTs
No. Location for Off-Street Parking
1 Katraj Multimodal Hub
2 Hadapsar Multimodal Hub
3 Wagholi Multimodal Hub
4 Moshi Multimodal Hub
5 Vallabhnagar Multimodal Hub
6 Chinchwad Multimodal Hub
7 Talegaon ISBT, Mumbai Road
8 Lonikand ISBT, Nagar Road
9 Loni Kalboor ISBT, Solapur Road
10 Mangdewadi ISBT, Satara Road
11 Moshi ISBT, Nasik Road
The details of existing off-street parking locations in the study area are presented in Annexure 9-
8.
9.8.2 Road Markings, Signage and Street Lighting

Road markings and signages form an integral part of the carriageway
leading to safe operations. Lack of visible markings often leads to
undisciplined riding and driving behaviour. The presence of road markings
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and a rational use of precise traffic signage system help in proper use of the available ROW. It
also helps in inculcating traffic sense and has been found to influence the driver behaviour
significantly.
It is recommended that proper signs be installed at all appropriate locations and signs near
schools should be installed on priority basis. All the traffic
signs should be facilitated as per the guidelines provided in
IRC publication 67-2012 “Code of Practice for Road Signs”.
Road markings are important on roads and intersections as
they promote road safety and bring about smooth and
harmonious flow of traffic along guided paths of travel. Lack
of visible markings often leads to undisciplined riding and
driving behaviour. The main advantage of the road markings
is that they convey the required information to the driver
without distracting his attention from the carriageway.
Street lighting is the most important facility required to provide safety for road user. Adequate
street lighting is necessary on the road to avoid any accidents. Pedestrian safety will be highly
compromised because of inadequate lighting in on the roads. The level and type of lighting
adopted for a street is based mainly on its traffic importance, both vehicular and pedestrian.
Lighting survey has been carried on major roads of the Study area. The recommended levels of
LUX values for various road type and public places are as per Bureau of Indian Standards (BIS)
and Urban Street Design Guidelines.
The following short term alternatives may be considered for implementation:
 Speed breakers and humps be marked and signed adequately for night time visibility
 All traffic signages be made retro reflective
 Install minimum pavement markings such as lane lines, median lines, stop bar, fog line,
etc.
 Ensure that adequate street lighting is provided on all collectors, sub-arterials, and arterial
roads
Consultants propose improvement of street lighting on the following roads listed in Table 9-48
and also shown in the Figure 9-55.
Table 9-48: List of Roads identified for Improvement in Street Lighting
Length Standard Existing
No. Name of the Road
(km) Lux Value Lux Value
Street Lighting for Carriageway
1 Pune Satara Road 5.9 30 14
2 Balani Vaishwanth Path 0.5 30 22
3 Jawaharla Neharu Marg 5.0 30 28
4 Indrayani Randive Road (IRR) 3.4 15 13
5 Jagannath Shankar Seth Road 2.2 30 24
6 Solapur Road 7.8 30 25
7 Saswad Road 4.8 30 16
8 Jm Road 1.6 30 28
9 Paud Road 4.2 30 25
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10 Baner Road 7.5 30 20
11 Pashan -Sus Road 6.3 30 29
12 Sangamwadi Road 3.0 30 20
13 Pashan Bawdhan Road 4.7 30 27
14 Bt Kavde Road 2.5 30 30
15 Hinjewadi Road 8.1 30 12
16 Nashik Road 11.9 30 9
17 Dehu Alandi Road 4.7 30 28
18 Dehu-Aalandi Road 1 1.4 30 16
19 Nigadi Bhosari Road 8.2 30 18
20 Spine Road 7.1 30 14
21 Ankush Bodade Marg 1.4 30 13
22 Aditya Birla Hospital Road 2.2 15 14
23 Wakad Bhosari Brt 4.5 30 27
24 Aundh Rawet Brts Road 3.9 30 13
25 Wakad Bhosri Brts Road 3.1 30 19
26 Aundh Rawet BRTS Road . 9.8 30 21
27 Akurdi-Chikhali Road 3.5 15 14
28 Law Collage Road 1.4 30 23
29 Old Mumbai Highway 17.7 30 28
30 Apte Road 0.2 8 0
31 Alandi Road 11.6 30 27
32 Ghorpadi Road 3.4 15 11
33 Nda Road 6.3 30 21
34 Dhayari Phata Road 1.7 15 8
35 Katraj Bypass Road - Nh65 6.0 30 3
Street Lighting for Footpath
1 Bajirao Road 2.2 25 15
2 Shivaji Road 4.2 25 15
3 Pune Satara Road 5.9 25 22
4 Jawaharlal Nehru Marg 5.0 25 14
5 Indrayani Randive Road (IRR) 3.4 25 12
6 Swami Vivekanand Marg ( SVM-1) 4.2 25 13
7 Bibwewadi Kondhwa Road (BKR) 3.0 25 11
8 Jagannath Shankar Seth Road 2.2 25 7
9 Solapur Road 7.8 25 16
10 Saswad Road 4.8 25 15
11 Moledina Road 2.1 25 15
12 FC Road 1.9 25 13
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13 JM Road 1.6 25 12
14 Congress Bhavan Road 1.3 25 7
15 Lal Bahadur Shatri Marg 1.6 25 8
16 Tilak Road 2.0 25 21
17 Laxmi Road 2.7 25 21
18 Ghole Road 0.8 25 22
19 Ganeshkind Road 2.6 25 12
20 University Road 3.5 25 18
21 Senapati Bapat Road 2.4 25 9
22 Karve Road 6.2 25 13
23 Paud Road 4.2 25 16
24 Baner Road 7.5 25 14
25 Pashan -Sus Road 6.3 25 16
26 Baner Pashan Link Road 2.1 25 6
27 Raja Bahadur Mill Marg 2.4 25 16
28 Mahadji Shinde Marg 1.1 25 14
29 Bund Garden Road 2.3 25 17
30 Mundhawa Road 6.9 25 16
31 Koregaon Park Road 1.4 25 4
32 Mundawa Road 2.7 25 15
33 Sangamwadi Road 3.0 25 10
34 Veer Santaji Ghorpade Road 1.1 25 17
35 Mangaldas Road 0.8 25 18
36 Sinhagad Road 5.0 25 14
37 DP Road 2.9 25 17
38 Dr.B.R.Ambedkar Road 1.2 25 21
39 Bund Garden Road 1.4 25 14
40 East Avenue Road 1.8 25 14
41 Airport Road 2.3 25 25
42 National Games Marg 4.1 25 22
43 Pashan Bawdhan Road 4.7 25 17
44 Bt Kavde Road 2.5 25 7
45 Hinjewadi Road 8.1 25 1
46 Dange Chowk Road 2.2 25 14
47 Dehu Alandi Road 4.7 25 11
48 Dehu-Aalandi Road 1 1.4 25 6
49 Spine Road 7.1 25 3
50 Jadhavwadi Road 2.5 25 2
51 Chinchwad-Akurdi Road 2.1 25 7
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52 Link Road 1.6 25 12
53 Yashwantrao Chavan Road 3.1 25 5
54 MIDC/Morwadi Road 2.4 25 6
55 Wakad Bhosari BRT 4.5 25 5
56 Aundh Rawet BRTS Road 3.9 25 7
57 Wakad Bhosri BRTS Road 3.1 25 12
58 Aditya Birla Hospital Road 1.8 25 22
59 Aundh Rawet BRTS Road. 9.8 25 10
60 Pradhikaran Road 2.9 25 5
61 Law Collage Road 1.4 25 16
62 Old Mumbai High Way 17.7 25 13
63 Chikhali Road 1.5 25 6
65 Don Bosco Road 0.7 25 4
66 Market Yard Road 1.3 25 12
67 Tanaji Malusare Path(TMR) 1.0 25 10
68 Vanari Road 0.5 25 5
69 Raja Mantri Road (RMR) 2.3 25 13
70 Chhatrapati Sambhaji Road 2.4 25 21
71 Lokmanya Tilak Marg 0.8 25 14
72 Dehu-Alandi Road 10.8 25 14
73 Iravati Karve Marg 1.4 25 13
74 Vittal Rao Shivrkar Road 2.2 25 22
75 Vasudev Balwant Phadke Path 1.7 25 10
76 Kakasabeb Gadgil 0.7 25 22
77 Bhandarkar Path 1.4 25 16
78 Prabhat Path 1.4 25 10
79 Nagras Road 1.1 25 8
80 Seasons Road 1.2 25 17
81 Apte Road 0.8 25 8
82 Shivaji Nagar Bus Stand Road 0.6 25 0
83 Jayaprakash Narayan Road 0.6 25 14
84 Zill Parishad Road 0.3 25 18
85 West Avenue Kalyani Nagar 0.9 25 7
86 Central Avenue Road 1.5 25 18
87 South Avenue Kalyani Nagar 0.8 25 25
88 Viman Nagar 1.7 25 15
89 Dr Jaykar Path 3.0 25 17
90 Anant Kanhere Path (Khilare Patil Road) 1.7 25 11
91 Bhau Patil Road 1.6 25 12
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92 Shiv Darshan Road 2.1 25 5
93 Ghorpadi Road 3.4 25 16
94 Madhavrao Peshwa Marg 0.9 25 4
95 Dhayari Phata Road 0.4 25 5
Total 449.6
Figure 9-55: Roads identified for Street Lighting

Several roads have been identified for improvement of road markings and the same is presented
in the Figure 9-56 for PMC and Figure 9-57 for PCMC.
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Figure 9-56: Roads identified for Road Markings (PMC)
Figure 9-57: Roads identified for Road Markings (PCMC)
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Several roads have been identified for improvement of signages and the same is depicted for
PMC and PCMC in Figure 9-58 and Figure 9-59, respectively.
Figure 9-58: Roads identified for Signages in PMC
Figure 9-59: Roads identified for Signages in PCMC
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9.8.3 Intersection Improvements

Junction Improvements are important for improving the throughput of the corridor and reduce the
accidents. Junction improvement involves following elements:
 Geometrics improvements
 Road marking and signage
 Traffic Signals
 Pedestrian facilities (footpaths, railings, zebra crossings)
Some of the common issues and suggested strategies for junction improvements are presented
in the Table 9-49.
Table 9-49: Issues and Strategies for Junction Improvements
Issues Strategies
 All major intersections should be signalized to separate
different flows of traffic and to improve pedestrian safety
 Uncontrolled/ Unsignalised at intersections. Manual operations shall be carried in
intersections special cases only.
 Poor pedestrian safety  Provide direct crossings and as short as possible
 Wide open intersections that  Intersections should be channelized and tightly designed
encourages traffic to spread out to avoid crashes and to restrict vehicles from spreading
 No lane balancing/channelization out at junctions
 Large turning radii encourages  Intersections should be designed with tight turning radii
vehicle to speed to control speeding
 Medians that stop before the  Minimize pedestrian exposure by providing medians,
junction raised crossings, refuge islands, marked areas,
 Poor road markings pedestrian crossings and bollards at every intersection
 No pedestrian crossings marked  Lane balancing is key to avoid traffic conflicts at
 No pedestrian refuge islands intersections
 Bicycle lanes should be integrated  Pedestrians and bicycle users should be integrated by
at all intersections providing continuous lanes/walkways to provide smooth
 Parking at intersections dispersal and avoid conflicts at intersections
 Bus/Auto stands near intersections  Prohibit right turns and U-turns at intersections
 Poor grading and drainage issues  Parking should be completely banned at all intersections
at the junctions  Bus stands and auto stands shall be removed placed
beyond 75m from the junction
 Re-grading is to be carried out
The design of junction improving the junction geometrics, channelization, and provision of
pedestrian facilities, signage & markings are suggested. Some of the junctions are large such as
Katraj junction which needs to be redesigned to make it more compact. The list of junctions
identified for improvements have been presented in the Table 9-50 and also the conceptual
drawings of some of the junctions same is presented in Annexure 9-9.
The criteria adopted for identifying the junctions are vehicular and pedestrian traffic intensity, lack
geometrics, accident prone locations etc.,
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Table 9-50: List of Junctions identified for improvements
No. Junction Type
1 Mantarwadi Junction 3 Arm

2 Katraj Junction 4 Arm
3 Kharadi Bypass Junction 3 Arm
4 Khadi Machine Skewed 4 Arm
5 Netaji Chowk 4 Arm
6 Gunjan Chowk 3 Arm
7 Shadal Baba Dargha Chowk 4 Arm
8 Janak Baba Dargha Chowk 3 Arm
9 Saikar Chowk 5 Arm
10 Balewadi Phata 3 Arm
11 Alka Talkies Chowk 5 Arm
12 Dandekar Chowk 3 Arm
13 Juna Bazar Junction 4 Arm
14 RTO Chowk 3 Arm
15 Mundwa Chowk 4 Arm
16 Nigdi Junction 4 Arm
17 Shivaji Chowk 4 Arm
18 Landevadi Junction 4 Arm
19 Bhondwe Chowk 3 Arm
20 Dr. Babasaheb Ambedkar Chowk 4 Arm
21 Bhumkar Chowk 4 Arm
22 Dange Chowk 4 Arm
23 Bharat Mata Chowk 4 Arm
24 Alandi Chowk 4 Arm
25 Dehu Road Y Junction 3 Arm
26 Awalwadi Junction 4 Arm
27 Somatane Phata 3 Arm
28 Kesnand Junction 3 Arm
29 Wageshwar Junction 3 Arm
30 Wakad Junction 4 Arm
31 Taelgaon Junction, Talegaon 4 Arm
32 Chakan Chowk, Shikrapur 4 Arm
33 Koregaon Bhima Junction 3 Arm
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No. Junction Type
34 Talegaon Chowk, Chakan 4 Arm

35 Undri Chowk Skewed 4 Arm
36 Limbh Phata 3 Arm
Note: * - Vehicular parking should be banned at all intersection. No parking, 50m before and after an intersection.
Figure 9-60 Junctions identified for Improvement
9.8.4 Signalisation of Junctions

Traffic signals are valuable devices for the control of vehicular and
pedestrian traffic. They assign the right-of-way to the various traffic
movements and thereby profoundly influence traffic flow. Traffic
signals that are properly designed, located, operated, and maintained
will have the following advantages:
 Provide for the orderly movement of traffic.
 Increase the traffic-handling capacity of the intersection.
 Reduce the frequency and severity of certain types of
accidents, especially right-angle collisions.
 Interrupt heavy traffic at intervals to permit the pedestrians to cross the road.
On all the major corridors, traffic signals should be vehicle actuated and signals should also be
coordinated to minimize the delay and increase the through put of the corridor. Traffic signals
should run on a separate power source for uninterrupted traffic management.
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It is observed that many junctions signals are not operational in Pune and are operated manually
by traffic police. List of junctions identified for signalization is presented in Table 9-51. The list
also includes the junctions where signals are not operational and needs to be activated.
Table 9-51: List of Junctions identified for Signalization
No. Junction Name

1 Parihar Chowk
2 Rajwada Chowk
3 Abhimanshri Chowk
4 Alandi Junction Road
5 Sapras Chowk
6 Kalas Phata Chowk
7 Mental Corner Chowk
8 Shanti Nagar Chowk
9 Shagun Chowk
10 Sudarshan Nagar Junction
11 Ganapati Chowk Shitole Nagar
12 Krushna Chowk
13 Ahinsa Chowk
14 Power House Junction
15 Bajaj Auto Chowk
16 Ankush Chowk
17 Triventi Nagar
18 Akurdi Railway Bridge (Dharmavat Chowk)
19 Akurdi Railway Bridge (Inner Wheel Club)
20 Santosh Nagar Chowk
21 Vishal Nagar Chowk
22 Waked Jakat Naka
23 Poonawale Chwok
24 Pawar Vasti Chowk
25 Raghunandan Chowk
26 Birla Hospital Chowk
27 Kelewadi Chowk
28 Deep Bangla Chowk
29 Kunte Chowk
30 Gadital Bridge Narayan Peth Side
31 Shyamrao Ganjave Chowk
32 Phadke Haud Chowk
33 Sonya Maruti Chowk
34 Narpatgiri Chowk
35 Tadigupta Chowk
36 Kailash Samshan Bhumi Chowk
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No. Junction Name

37 Sharbatwala Chowk
38 Vholga Chowk
39 Garison Engineering Chowk
40 Ganesh Halwai Road
41 Tarkeshwar Chowk
42 Yerwada Jail Junction
43 Parn Kuti Chowk
44 Jadhe Chowk
45 Gangadham Chowk
46 Wega Center
47 Dhobi Ghat
48 Dutta Nagar Chowk
49 Dhanakwadi Phata Chowk
50 Chandralok Hospital Chowk, Swargate
51 Bibwewadi Gawthan Chowk
52 Jambhulkar Chowk
53 Dobadwadi Road T Junction
54 Shide High School
55 Santosh Hall
56 Ummbrya Ganpati
57 Oogle Chowk
58 Gujrat Colony Chowk
59 Ashish Garden Chowk
60 Chinchwad Gaon Bus Stop
61 Hotel River View Chinchwad Chowk
62 M I D C Chowk
63 Bhosari Bridge (Bhosari Alandi Chowk)
64 Bhosari B R T S Stop
65 Shitaladevi Dapoli
66 Bhagwan Mahavir Chowk Dapoli
67 Pcmt Junction Sadguru Nagar
68 Sector No.4 Sant Nagar
69 Spine Road Sector No. 9
70 Spine Road Sector No. 10
71 Chikhali Pmt Depot
72 Gharkul Shivtej Nagar
73 Chiken Chowk
74 Mhalsakanth Chowk
75 Juna D World Office Junction
76 Maharshi Walmiki Bhat Nagar Chowk
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9.8.5 Traffic Calming Measures

Traffic calming measures are suggested for lowering vehicular speeds where pedestrian
movement is heavy such as residential areas, institutional areas, public spaces, community
centres and recreational areas. This will improve mobility and road safety.
Traffic calming measures are life saving techniques used to reduce the impact of a crash and
also to avoid road crashes. Speeds below 35 kmph have been found to drastically reduce the risk
of a fatal crash.
A number of road design measures could be implemented to reduce traffic speeds and improve
safety. These measures help in reducing speeds, improved cycling and walking conditions. Traffic
calming includes the following measures:
 Speed humps
 Speed cushions
 Raised pedestrian crossings
 Raised intersections
 Chicanes
 Chokers
 Curb extensions
 Traffic circles
 Roundabouts
 Medians
 Refuge islands
 Bollards
 Ramps
The proposed strategies for traffic claiming measures have been presented in the Table 9-52 and
the identified locations for the same have been presented in the Table 9-53.
Table 9-52: Proposed strategies under traffic calming measures
Measures Strategy
Speed humps can reduce speeds to a certain limit based on the
Speed Humps
height and length of the hump.
Speed cushions are small speed humps installed across the width
Speed Cushions
of the road with spaces between each of them.
Raised crossings are elevated road crossings for pedestrians on
Raised Pedestrian Crossings
the road with ramps to slow down cars.
The intersection area is raised with ramps constructed for vehicles
Raised Intersections
to access the raised area.
Chicanes are artificially created turns to slow traffic by reducing
Chicanes
the width of the road.
Chokers are curb extensions that narrows a road by widening the
Chokers
footpaths.
Curb Extensions Curb extensions are extensions of footpath, usually at
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Measures Strategy
intersections to improve pedestrian safety and reduce crossing
distance.
Traffic circles are rotaries in the middle of an intersection. Entering
Traffic Circles traffic must follow a circular flow in on direction. They help in
reducing speeds and vehicular conflicts.
Roundabouts reduce conflict points at four-armed intersections
and slow traffic. A roundabout is a road intersection with
Roundabouts
circulatory traffic. The traffic passing through the intersection is
regulated in one direction.
Medians are barriers/dividers in the centre portion of a road
Medians
separating traffic moving in opposite directions
Refuge islands are segments of medians used by pedestrians to
Refuge Islands
wait while crossing a road.
Bollards are vertical posts used to protect sidewalks from vehicular
Bollards
access
Table 9-53: List of roads/corridors identified for Traffic calming measures
No. Roads Length (km)
PMC
1 Saras Baug Road 0.70
2 Thorle Madhav Rao Peshwa Road 0.90
3 Shastri Road 1.40
4 Congress House Road 1.50
5 Old Mumbai Pune Road 1.85
6 Sanjay Gandhi-HH Prince Agakhan Road 1.00
Total length in PMC 15.12
PCMC Length (km)
1 Finolex Chowk-Karachi Chowk 0.80
2 Karachi Chowk-Pimpri Chowk 0.70
3 River Road 0.70
4 Main Bazar Road 0.50
5 Bhondwe Chowk-Hutatma Chowk 1.80
6 Akurdi Police Chowki-Akurdi Railway Station 0.35
7 Chinchwad Station Road 0.25
Total length in PCMC 5.10
9.8.6 IPT Management

Intermediate public transport (IPT) is normally expected to fulfill the need of neither public
transport nor personal vehicles. Auto rickshaw, share auto and Taxis are the IPT modes
operational in Pune. Around 922 designated Auto rickshaw stands have been provided in PMC
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and PCMC area. Auto rickshaws and taxis have an average trip length of 6.6 km and 10.28 km
respectively.
Following aspects needs attention for IPT management:
 Metering – Distance based fare collection (Metering) system should be enforced. At

present metering is not followed. GPS based metering system is already implemented in
some metropolitan cities.
 Old or Aged Vehicles – Old vehicles will emit more pollution and require huge operation
and maintenance cost and are not environmental friendly. National Green Tribunal ordered
banning of all petrol and diesel vehicles older than 15 years to contain the worsening
pollution levels in Delhi. The order also suggested RTO not to renew or issue registration
or fitness certificates for such vehicles. If any such old vehicles are found parked in public
areas, they should be towed away and fined. In view of above, RTO in Pune should put
restrictions on use of old Auto rickshaws and Taxis.
 Prepaid Auto-rickshaw stands should be provided at major railway stations and
interchanges.
 No auto-rickshaws or taxies should be provided with stands or pick up and drop off
facilities at road intersections. This will help in reducing conflicts, congestion and
bottlenecks.
 Auto-rickshaw or taxi association may develop an app for booking rides online. This could
be developed with the support of the RTO/Municipal Corporation/Traffic Police/State
Government.
 Driver orientation training courses shall be organized by RTO and Traffic police for
improving the driver behaviour, instill traffic discipline and driving skills at regular intervals.
Awards for best, safe, defensive driving should be given to encourage the auto drivers to
practice traffic rules.
Prepaid auto stands needs to be provided at important Rail and Bus terminals. The suggested
pre-paid auto stands are presented in Table 9-54.
Table 9-54: Proposed Pre-paid Auto rickshaw stands
No. Locations
PMC
1 Pune Railway Station
2 Shivajinagar Railway Station
3 Shivajinagar Bus Stand
4 Katraj Bus Stand
5 Swargate MSRTC Bus Stand
PCMC
1 Chinchwad Railway Station
2 Vallabh Nagar MSRTC Stand
3 Shaniwar Wada
It is also important to relook into the share auto permits and restrict them on the public transport
routes (Mainly on the bus routes) to avoid competition with main public transport modes. To
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support environmental friendly development, the new auto permits or renewal of auto permits
should be restricted to the less emission vehicles. Auto parking should be banned near all
junctions and moved at least 50 m away from junctions.
9.8.7 Hawker Management

Hawker encroachments reduce the effective carriageway and footpath width and thus reduce the
capacity of the road. The pedestrians are forced to walk on the carriageway due to
encroachments on the footpath, thereby creating unsafe situations for both themselves and the
traffic. At the same time hawkers are part of the society and cannot be removed completely, they
need to be regulated with proper policy and enforcement. In view of above, three types of hawker
zones are proposed to regulate the hawking activity.
 Green zone – areas where hawking is allowed all the time
 Amber zone – areas where hawking is allowed at restricted hours
 Red zone – areas where hawking is not allowed anytime
The Municipal corporation and development officials in tandem with the Traffic police should
identify such zones in PMC/PCMC and ensure safe and efficient hawking management.
Consultants are proposing red and amber zones at various areas in the PMC and PCMC region.
The following is the list of such zones:
Red Zone
 Chikhli PMPML Bus Stand
 Bharatmata Chowk Area, Moshi
 Alandi Chowk Area, Bhosari
 Phillips Road- Nasik Road Junction area, Bhosari
 Shivaji Nagar MSRTC Bus Stand Area
 Pune Railway Station Area
 Hadapsar Gadital Area
Amber Zone
 Shivaji Road
 Bajirao Road
 Mirza Galib Road
 Laxmi Road
 NC Kelkar Road
 Swargate PMPML/MSRTC Bus Stand Area
 Niranjan Park, Anand Nagar
 Vishrantwadi Junction Area
 Shivaji Chowk, Hinjewadi
 Triveni Nagar, Yamuna Nagar
 Shagun Chow, Pimpri
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 Chichwadgoan Bus Stop

 New Sangvi Area
 Juna Bazar Area
In addition to above, at all the junctions hawking activity has to be restricted for at least 50 m on
all the arms of the junction.
Removal of Encroachments
Encroachments in the form of shops, hawkers, parking is observed on several roads. The roads
should be cleared from encroachments. The identified roads where encroachments are to be
removed in PMC and PCMC are presented in Figure 9-61 and Figure 9-62 and the identified
footpaths for the same are presented in Figure 9-63 and Figure 9-64.
Figure 9-61: Roads in PMC where Encroachments shall be removed
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Figure 9-62: Roads in PCMC where Encroachments shall be removed
Figure 9-63: Footpaths in PMC where Encroachments shall be removed
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Figure 9-64: Footpaths in PCMC where Encroachments shall be removed
9.8.8 Technological Transitions

The new technological improvement and intelligent transport systems are to be considered and
encouraged to improve the efficiency of the transport network and public transport system and
reduce the pollution levels in the city. Following are the some of the technological solutions to be
considered for Pune city
 Electric public transport and IPT vehicles
 Encouragement of shared mobility
 Real time passenger information system
 Signal co-ordination
 Smart travel cards
Another important area that will help significantly is the development of electronics in traffic
management. The total ITS package however is very intricate and may not find applicability
immediately in true mixed traffic (Indian) conditions. However it will be essential to pursue the
following:
 Set up a traffic management centre
 Advance warning systems
 Install Video cameras at key locations
 Install variable message signs
 Installation of GPS in buses to predict arrival of buses etc.,
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CCTV system is operational in Pune which needs to be expanded. For better traffic management,
all important junctions presented in junction analysis need appropriate number of cameras and
should further be monitored from central traffic management centre.
Figure 9-65: Technological Transitions
9.9 Fiscal measures

Fare box revenue is critical for sustenance of PMPML, though it alone may not be adequate.
Otherwise, due to lack of investments in public transport, immense harm will be done to the
cause sustainable transport. Lack of adequate investments in public transport and disincentives
to private vehicles is the cause of steep rise in private vehicles.
Regular fare revisions are critical. It should have two components:
 Automatic fare revision (every year) – at least 50% of Inflation (measured based on
Consumer Price Index (CPI). This fare revision should trigger automatically
 Strategic fare revision – based on strategic need of the Bus Utility Company
General public should be educated on the need of regular revision of fare through public
campaigns and messages on tickets. Before, revision of the fare factors such as affordability,
income profile of users should be given due consideration so that there is no drastic drop in
passengers. Rather than giving subsidy to all passengers, targeted subsidy for low income
people should be given in the form of subsidy coupons. The mechanism to provide the subsidy
coupons to targeted people should be developed.
PMPML should explore the Non-fare box revenue options. PMC, PCMC and PMRDA should
handover the lands to PMPML for development of terminals and depots. At these locations, Non-
fare box revenue through commercial developments should be explored.
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PMPML should bench mark its services with other efficiently run bus services in India in terms of
operational cost etc., and endeavor for continual improvement of services.
Involving the private sector in Bus operations on certain routes would save upfront investments
by PMPML and bring in efficiency and new technologies.
9.10 Mobility improvement measures and NUTP objectives

The measures proposed in the CMP and the relation with National Urban Transport Policy
(NUTP) objectives is summarised and presented in Table 9-55.
Table 9-55: Mobility improvement measures and NUTP objectives
NUTP Objective Proposal Type of Proposal
191 kms of Metro Medium and Long Term
147 kms of BRTS Medium and Long Term

Redevelopment and Relocation of
Short Term
11 PMPML Terminals
6 new PMPML Terminals Short Term
PT should be citywide, safe, 9 new PMPML Depots Short Term
seamless, user friendly, reliable
Redevelopment of 2 MSRTC
and should provide good Short Term
Terminals
ambience with well-behaved
drivers and conductors 5 new ISBT Terminals Medium Term
6 Multi Modal Transport Hubs and
Long Term
8 Multimodal Transfer Stations
Feeder Buses to Metro Medium and Long Term
Short, Medium and Long
PMPML Bus Augmentation
Term
Bypass Railway Line Long Term
High Speed Metro Line to Airport Long Term
Footpath Immediate
Grade Separators for Pedestrians Immediate

Raised Pedestrian Crosswalk Immediate
Walk and cycle should become
Zebra Crossing Immediate
safe modes of Urban Transport
Street design part of Pune Street
Short
Program
Bicycle Tracks Short
Pedestrainsation of streets Immediate
Rumble Strips Immediate
Junction Improvement Immediate
Addressing concerns of road Street Lighting Immediate
safety Road Markings Immediate
Signage Immediate
Traffic Calming Measures Immediate
Introducing Intelligent Transport Traffic Signals Immediate

Systems for traffic management
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NUTP Objective Proposal Type of Proposal

River Bridges (New) Short
ROB/ RUB (New) Immediate
Truck Terminal Short
Road Widening Short
Road Network and associated
facilities Flyovers Short
Missing links Short
River Bridges (As part of Missing
Short
links)
Intermediate Ring Road Medium
Establishing institutional
mechanisms for enhanced
Formation of UMTA for PMR area Immediate
coordination in the planning and
management of transport systems
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Chapter-10
Social and Environmental Assessment
Chapter 10 - Preliminary Social and Environmental Impact

Assessment
10.1 Introduction
Projects proposed in CMP will help in achieving sustainable development by increasing the share
of public transport and non-motorized modes, thus reducing the dependence on private vehicles.
The proposals also include road network improvements such as development of ring and radial
roads and thus reduce overall vehicle-km and emission levels in the study area.
10.2 Preliminary Social Impact Assessment

The proposals in the CMP are formulated to cater the increased urbanization and consequent
travel demand in most sustainable way. If the proposals are implemented, it will result in increase
in share of NMT and Public transport, reduction in delays and accidents and pollution levels.
The current estimated population of PMC and PCMC is 59.8 lakhs and expected to increase to
91.7 lakhs by 2038. The total trips are expected to increase 138.74 lakhs from current 82.02
lakhs per day by 2038.The current share of public transport is low (less than 16.5% of the
motorized trips) which needs to be increased to at least 50% by 2038.
Preliminary assessments of social impacts have been carried out based on site reconnaissance.
Social screening is intended to provide inputs for identification of potential impacts with the
implementation of CMP. Some of the generic social impacts are listed below:
Positive Impacts
 Availability of high quality public transport system i.e. Metro, BRTS, Improved Bus System
 Better and safe pedestrian facilities, provision of cycle tracks, public bike sharing schemes
(PBS) to promote use of NMT
 Traffic calming measures in core area; pedestrian friendly proposals will encourage more
walk trips
 Optimal and equitable distribution of available road space to all modes
 Increased use of Non-motorized and Public Transport modes and reduced dependence on
private vehicles
 Improvements of safety to road users and reduction in accidents due to better traffic
management and facilities
 Better integration and transfer facilities among the various modes by developing multi-
modal facilities
 Improvement of traffic speed and reduction of delays and travel times
 Diversion of truck traffic on ring roads; development of truck terminals at peripheral areas
reduces truck parking on highways and city roads
 Promotion economic activities i.e. Jobs and Tourism due to improved accessibility and
mobility
 Economic savings to society due to improved mobility
 Improvement in the health conditions of the general public due to reduction in pollution
Preliminary Social and Environmental Impact Assessment

Page 10-1
 Better coordination among organisations that are responsible for planning, implementation,
operation and maintenance of transportation facilities due to the proposed institutional
mechanism. Strengthening the institutional capacity of organisations with technical staff
will help in responding to the mobility challenges more effectively.
 Use of ITS will help in optimising the available transport infrastructure. It will have varied
applications like bus information system, traffic incident systems, variable message, traffic
surveillance, single smart cards for multiple travel modes, availability of live transit
schedules, use of on-demand taxi and bus etc.,
 Reduction of pollution due to use of alternative fuels and electric vehicles
Negative Impacts
 Land acquisition for the transport infrastructure facilities
 Rehabilitation and resettlement (R&R)
 Relocation of existing hawkers on footpaths and public places
 Improved facilities may attract increased user fees. Increased user fees are required to
meet operational costs of high quality transit systems. However, benefits to commuters will
outweigh the user fees
 Improvement in approaches to the terminals and depots causing impacts on adjacent land-
uses and land acquisition
 Removal of squatters and encroachers from the road side areas, footpaths and public
places
 Relocation of utilities in the pre-construction stage causing temporary disruption to
services
 Stacking of construction waste causing interruption to traffic and pedestrian movements
 Run-off from staked construction waste entering the water bodies and existing drainage
systems causing clogging of drain outlets
The impact of the proposed projects from the social angle is analyzed at a broader perspective. It
is found that most of the projects have significantly less impact with respect to Rehabilitation and
Resettlement. Land acquisition for some of the projects is inevitable. The proposed projects
significantly improve mobility resulting in reduced travel time. The broad impacts have been
compiled in the Table 10-1.
Table 10-1: Social Impacts based on the Proposals
Right of way / Land
Public T transport
Improve Mobility
Promotes NMT &

Rehabilitation &
Requirement of
Resettlement
Acquisition
Project
Pedestrian/Cycling Facilities No No Yes Yes
Pedestrian FoB /Subway No No Yes Yes

Page 10-2
Right of way / Land
Public T transport
Improve Mobility
Promotes NMT &

Rehabilitation &
Requirement of
Resettlement
Acquisition
Project
Bus Fleet Augmentation No No Yes Yes
Suburban Rail/Metro/BRTS Yes Yes Yes Yes
Multi-modal Integration facilities Yes Yes Yes Yes
Intercity Bus Terminals Yes Yes Yes Yes
PMPML Bus Depots/Terminals Yes Yes Yes Yes
Freight Terminals Yes Yes Yes NA
Bus Shelters & Bus bays Yes Yes Yes Yes
ROBs / New Roads Yes Yes Yes NA
HCMTR/Ring Road Yes Yes Yes Yes
Major Junction Improvements No No Yes Yes
Mobility Management Measures No No Yes Yes
ITS No No Yes Yes

Transport Policies i.e. Fiscal policies to
discourage private vehicles and encourage No No Yes Yes
public transport
10.3 Preliminary Environmental Impact Assessment

10.3.1 Air Pollution
Introduction
In general, vehicular pollution constitutes to major source of pollution in urban areas. The major
pollutants in vehicular exhaust emission are carbon monoxide, unburnt hydrocarbons, oxides of
nitrogen and sulphur, partially burnt products, particulate matters and lead components. The
concentration of fuel pollutants varies with the type of engine i.e. petrol or diesel.
The rapid urbanization in PMC and PCMC has resulted in increase in the number of motor
vehicles in recent years. This increased mobility, however, come with a high price. As the number
of vehicles continues to grow, congestion, air and noise pollution is increasing.
PMC and PCMC currently have around 51.88 lakh registered vehicles. Everyday more than 1000
new vehicles are being registered. Based on the past trends the average growth of registered
vehicles is 7%.

Page 10-3
Air Quality Standards

Air quality standards are briefly discussed in the following section before presenting current air
quality in the study area. The standards for various air pollutants according to National Ambient
Air Quality Standards (NAAQS) are presented in the Table 10-2.
Table 10-2: Indian Air Quality Standards (CPCB) in g/m3
No. Pollutant Unit Prescribed Limit

3
1 Particulate matter size < 10µm- (PM10) µg/m 100
3
2 Particulate matter size < 2.5µm- (PM2.5) µg/m 60
3
3 Lead (Pb) µg/m 0.5
3
4 Sulphur Dioxide (as SO2) µg/m 80
3
5 Nitrogen Dioxide (as NO2) µg/m 80
3
6 Carbon Monoxide (as CO) mg/m 2
3
7 Ozone (as O3) µg/m 180
3
8 Ammonia (NH3) µg/m 400
3
9 Nickel (Ni) ng/m 20
3
10 Benzo(a)Pyrene (BaP) ng/m 1
3
11 Benzene µg/m 5
3
12 Arsenic (As) ng/m 6
Impact of Air Pollution

Air pollution has severe health effects on the residents of the city. Heath effects caused due to
various pollutants are presented in the Table 10-3.
Table 10-3: Health Effects due to various Pollutants
Pollutants Health Effect

Aggravate asthma, leading to wheezing, chest tightness and
Oxides of Sulphur (SOx) shortness of breath
Particulate Matter (PM) Short-term exposures can aggravate heart or lung diseases
Aggravate lung diseases leading to respiratory symptoms, hospital
Oxides of Nitrogen (NO x) admissions, and increase susceptibility to respiratory infection
Damages the developing nervous system, resulting in IQ loss and
impacts on learning, memory, and behaviour in children.
Lead (Pb) Cardiovascular and renal effects in adults and early effects related to
anaemia.
Carbon Reduces the amount of oxygen reaching the body’s organs and
Monoxide (CO) tissues; aggravates heart diseases, resulting in chest pain
Ammonia (NH3) Contributes to particle formation with associated health effects

Cause cancer; immune system damage; and neurological,
reproductive, developmental, respiratory, and other health problems.
Other Toxic Air Pollutants Some toxic air pollutants contribute to ozone and particle pollution
with associated health effects

Page 10-4
10.3.2 Ambient Air Quality
Ambient Air Quality Monitoring Stations

As part of the study, to assess level of air pollution loads across the study area, 6 locations within
the study area are identified for assessment of Ambient Air Quality. The locations included major
junctions, railway station area, bus stand areas, highways and market areas – all can be
categorised as commercial areas. Monitoring locations and dates of monitoring are listed in Table
10-4.
Table 10-4: Details of Ambient Air Quality Monitoring Locations
Location Location Date of Monitoring
A1 Pune Railway Station Area, PMC June 11 – 12, 2018

A2 Katraj Bus Stand Area, PMC June 08 – 09, 2018
A3 Hadapsar Bus Stand Area, PMC June 07 – 08, 2018
A4 Shivaji Chowk, Hinjewadi Area, PMRDA June 06 – 07, 2018
A5 Kasarwadi Junction Area, PCMC June 05 – 06, 2018
A6 Wagholi Nagar, Highway Area, PMRDA June 11 – 12, 2018
Ambient Air Quality Monitoring Technique and Frequency

Ambient Air Quality is monitored for one representative sample at each of the 6 locations. As per
the National Ambient Air Quality Standards (NAAQS) prescribed by Central Pollution Control
Board (CPCB) vide Notification dated 18th November, 2009, the air quality monitoring has been
carried out for all the 12 prescribed parameters. The monitoring and analysis have been carried
out as per CPCB standard methods of measurements. The 12 parameters as per CPCB
notification are:
 Sulphur Dioxide (SO2)
 Nitrogen Dioxide (NO2)
 Ammonia (as Total Ammonia-N)
 Ozone (as O3)
 Carbon Monoxide (CO)
 Benzene (C6H6)
 Nickel (as Ni)
 Arsenic (as As)
 Lead (as Pb)
 Benzo(a) pyrene (BAP)
 Particulate Matter (PM10)
 Particulate Matter (PM2.5)
Results and Discussions

All the parameters are compared with the NAAQS. The results of the same are given in the Table
10-5.

Page 10-5
t
Table 10-5: Air Pollution levels in the Study Area
Particulate Matter (PM10)
Particulate Matter (PM2.5)

Nitrogen Dioxide (NO2)
Benzo(a) Pyrene (BaP)

Sulphur Dioxide (SO2)
Carbon Monoxide (CO)

Sampling Location
Benzene (C6H6)
Ammonia (NH3)
Arsenic (As)
Ozone (O3)
Nickel (Ni)
Lead (Pb)
NAAQS 80 80 400 180 2 5 20 6 1 1 100 60
3 3 3 3 3 3 3 3 3 3 3 3
Unit µg/m µg/m µg/m µg/m mg/m µg/m ng/m ng/m µg/m ng/m µg/m µg/m
A1-Pune Railway Station Area 18.6 27.9 12.3 7.8 0.08 BDL BDL BDL BDL BDL 145.8 52.9
A2-Katraj Bus Stand Area 14.8 27.2 11.4 6.2 0.7 BDL 3.03 BDL 0.004 BDL 160.2 54.8
A3-Hadapsar Bus Stand Area 11.9 23.8 10.9 9.3 0.5 BDL 1.04 BDL 0.002 BDL 125.6 48.8
A4-Shivaji Chowk, Hinjewadi Area 11.5 21.1 9.6 4.7 0.2 BDL 4.65 BDL 0.003 BDL 88.6 39.2
A5-Kasarwadi Junction Area 9.8 19.6 12.2 9.8 0.1 BDL 1.56 BDL 0.007 BDL 95.4 43.2
A6-Wagholi Nagar, Highway Area 9.3 18.5 10.3 9.2 0.2 BDL 2.66 BDL 0.001 BDL 105 55

Page 10-5
Observations
Concentrations of all the parameters are seen to be within the National Ambient Air Quality
Standards for Industrial, Residential Rural and Other Area except for Particulate Matter (PM10).
PM10 concentrations are found to be exceeding the NAAQS at four (04) monitored locations (A1,
A2, A3 and A6). Concentrations of Benzene (C6H6), Arsenic (As) and Benzo(a)Pyrene (BaP)
were observed to be Below Detection Limit (BDL) at all the 6 monitoring stations. Heavy metals,
Nickel (Ni) and Lead (Pb), were observed to be BDL at some of the locations. At the other
locations these heavy metal concentrations have been detected. Presence of the heavy metal
concentrations is most likely due to presence/use of paint and other similar industries in the study
area.
10.3.3 Noise Pollution
Introduction
Noise pollution is defined as a form of air pollution which is an audible unpleasant sound that
poses a threat to a person’s health and well-being. Noise has been a source of discontent to the
people. The major cause for the pollution is same as mentioned for air pollution i.e. rapid growth
of motor vehicles in PMC and PCMC over the years.
Impact of Noise Pollution

Noise affects human health in number of ways. These include both direct as well indirect effects.
Direct effects include annoyance, irritability, sleeplessness and interference with communication,
performance effects, effects on social behaviour and hearing loss and health effects.
Indirect effects include increased health cost, decreased property values (especially near railway
stations, airports, industrial areas). Continuous or prolonged exposure to noise levels of 80-85 dB
or more can cause deafness. Exposure to a noise of around 100 dB can cause permanent loss of
hearing power.
Noise Pollution Standards

Noise pollution standards are briefly discussed in the following section before presenting current
noise quality in the study area. The standards for various zones according to the CPCB (Central
Pollution Control Board) are presented in the Table 10-6.
Table 10-6: CPCB Standards for Noise Pollution
Zones (all values in dB(A)

Industrial Commercial Residential Silence
Area Area Area Zone
75 65 55 50
70 55 45 40
10.3.4 Ambient Noise Levels
Noise Pollution Monitoring Stations

Ambient noise levels have been established by monitoring noise levels at all the same six (6)
locations identified for assessment of Ambient Air Quality. Ambient noise levels were
monitored/analysed as per CPCB guidelines. Monitoring locations are listed in the Table 10-4.

Page 10-6
Noise Pollution Monitoring Technique and Frequency

Based on the recorded hourly noise levels at each of the six monitoring locations, the day
equivalent (Ld) and night equivalent (Ln) were calculated:
 Ld: Average noise levels between 6:00 hours to 22.00 hours
 Ln: Average noise levels between 22:00 hours to 6.00 hours
Results and Discussion

The comparison of day equivalent noise levels (Ld) and night equivalent noise levels (Ln) with the
respective CPCB stipulated noise standards for various land use categories are given in the
Table 10-7.
Table 10-7: Day and Nigh Equivalent Noise Levels
Noise Level in dB(A) CPCB Standard Environmental
Location
Day (Ld) Night (Ln) Lday (Ld) LNight (Ln) Setting
N1 74.0 66.4
N2 71.8 66.8
N3 71.4 66.7
65 55 Commercial
N4 69.5 63.3
N5 64.3 62.6
N6 71.7 66.7
Observations
It is observed that day equivalent and night equivalent at all the locations exceed the prescribed
CPCB standards for the commercial area (typical setting at all the 6 monitoring locations). These
areas are very busy areas with large amount of vehicular movements as well as noise from other
commercial activities in the area(s).
10.4 Preliminary Environmental Impact Assessment

Environmental screening is intended to provide inputs for identification of potential impacts with
the implementation of the CMP proposals. Screening is conducted by identifying the impact on
environment due to implementation of CMP proposals. Some of the Impacts are listed below:
Positive Impacts
 Increased use of sustainable modes i.e. Public transport and Non-Motorized Transport
(NMT) modes will reduce pollutants
 Major environmental features such as ponds, parks etc., in the urban areas are avoided
and hence environmental impacts on these areas would be minimal to absent
 River front developments would enhance the environment and promote tourism
development as well as NMT
 Overall improvement in environmental quality is anticipated in the operation stage
 Congested core city areas / heritage areas will experience better environmental quality
than prior to the project implementation due to pedestrianisation and encouraging NMT

Page 10-7
 Implementation of traffic signals would also aid in better management of traffic leading to
improvements in air and noise quality
 Reduction in urban congestion due to banned movement of freight in the day
 Improved air quality in the surrounding residential areas due to shifting of goods activities
such as truck/ railway terminals/ warehouses from the city
 Relocation of ISBTs to outskirts will reduce congestion and pollution in core areas
Negative Impacts
 Alternate traffic diversion routes increases route length and consequently emissions
 Alternate traffic diversion routes exposing previously low traffic routes to higher urban
traffic and increasing air / noise pollution
 Contamination of runoff from road with construction material as sand / cement / silt from
stacked excavated earth
 Generation of dust is a predominant impact during the construction stage and extends into
the operation stage especially during maintenance operation. Impacts of dust can be felt
during site clearance when the existing pavement is being dismantled
 High levels of SO2, NOx and Hydro Carbons (HC) are likely to emerge from the hot mix
plant operations
 Slowing of traffic at the time of constructing and erecting structures across major
intersections
 Generation of noxious gases during construction; increasing air pollution
 Temporary increase in noise pollution during construction
Mitigative Measures
 Plantation will reduce the dispersion of emissions and aid in their deposition
 During design stage, traffic bottlenecks and congestion is to be removed by improving road
geometry and by widening the roads as well as removal of encroachments to smoothen
traffic flow
 Alternative routes to main corridors to reduce congestion and pollution loads in congested
settlements
 All precautions to reduce emissions from construction machinery should be taken to
reduce emissions
 To minimize emission impacts at settlement locations, asphalt plants, crushers and the
batching plants should be sited at least 1 km in the downwind direction from the nearest
human settlement
 During operation stage, vegetation can be used to reduce some of the effect of lead as
well as SPM emissions by plantation of pollution resistant species
 Fugitive emissions from construction site should be reduced to the extent possible by
covering them
 Haul roads should be sprinkled regularly with water to settle dust arising from the
construction site

Page 10-8
 Water should be sprayed on earthworks, temporary haulage and detour roads on regular
basis
 Procurement of low emission vehicle fleets like electric vehicles, traffic signal optimization,
provision of signage etc., will result in environmental and social benefits
 Fiscal incentives should be provided for early replacement of old vehicles such as lowering
of registration fee and sales tax. Fiscal incentives/ subsidies for new vehicle buyers plan
should be devised for gradual phase out with due advance notice Testing/ certification and
training of personnel. Linkage of all PUC centers for better data capture
 Landscaping/ greening of the areas adjacent to the roads. Interlocking tiles may be used
for footpaths for water percolation.
 Good quality data is an important input in assessing the change in air quality and the
impact of policy interventions. There are only few monitoring stations in the study for
monitoring the pollution loads. There is a need to install more monitoring stations as well
decimate the information to improve the awareness of the general public.
 Alternative fuels such as CNG, LNG, bio diesel and electric vehicles will significantly
reduce the pollution especially fine particles. The benefits of using CNG have been
Table 10-8: Emission benefits of replacing Diesel with CNG in Buses (g/km)
Fuel CO NOX PM
Diesel 2.4 21 0.38
CNG 0.4 8.9 -
% Reduction 84 58 97
Anticipated Impacts of the Project

The anticipated impacts of proposed projects are presented in the Table 10-9.
Table 10-9: Anticipated Impact of Proposed Projects
Private Avg.
IPT PT
vehicle Trip Emission Speed
No. Scenario Share Share
share length Tons /day (Kmph)
(%) (%)
(%) (km)
1 Base Year 71% 10% 19% 7.9 158 21
2 Do Nothing - 2028 74% 11% 15% 8.5 325 18
3 Do Nothing - 2038 76% 12% 12% 7.8 478 14
4 Do Something - 2028 62% 9% 29% 9.4 160 22
5 Do Something - 2038 53% 7% 40% 8.4 236 20
10.5 Emerging Sustainable Solutions

There are several emerging sustainable solutions to reduce the pollution in urban areas. These
are described briefly in this section. The study area can benefit from new emerging
fuels/technologies.
 Ethanol

Page 10-9
 Biodiesel
 Electric vehicles
In addition to above, Taxi and Bus Aggregators on-demand services have potential to serve the
customers better by improving the occupancy/reducing the dead kilometres/reduce the need of
owning the vehicles and thus potential to reduce the pollution.
10.5.1 Ethanol
Indian Government had mandated oil companies to blend 5% of ethanol in petrol in 2016, while
the use of biodiesel is still not mandated, and is optional. The supply of biodiesel is not that
widespread yet.
As per Government Policy, Ethanol was to be gradually increased to 20% by 2017. However, the
supply of ethanol has been erratic, and there is a shortfall. Ethanol, for blending with petrol in
India, is sourced from sugarcane.
India needed about 500 crore litres of ethanol to achieve its petrol blending targets of 5%
blending, but the total ethanol production capacity in the country was under 265 crore litres,
according to a report in the Economic Times.
At present, ethanol costs about Rs. 40 per litre, which is about 60% of the price of a litre of petrol.
There are vehicles being developed with ‘flex’ engines which can run on pure petrol, pure ethanol
or a blend of the two.
Unless the supply of ethanol can be increased, from sources other than sugarcane, its use will
not be widespread. Recently, the government also proposed blending methanol (around Rs.25 a
litre) in petrol as another alternative, but again supply is a problem.
Ethanol’s green credentials are based on the fact that it is derived from renewable agricultural
resources – thus making it possible to produce a theoretically “unlimited” quantity of the fuel. In
addition, unlike petrol, ethanol is a cleaner fuel in terms of air particulate pollution.
10.5.2 Biodiesel
Biodiesel has been the focus of attention for close to a decade as an alternative to conventional
petroleum-based diesel. Biodiesel can be made from various vegetable oil sources – from palm
oil to Jatropha seed oil and even waste vegetable oil sourced from restaurants.
Biodiesel can also be used to blend petroleum-based diesel or can even be used as a 100% pure
fuel. However, even for biodiesel, supply is the main issue as is cost. Biodiesel suppliers in India
have been asking for a reduction in GST on biodiesel from 18% to 5%.
Biodiesel has a higher cetane rating (51 cetane) compared to petroleum-diesel (48 cetane),
making it more efficient. It also has 90% lower hydrocarbon residue, 30% lower particulate matter
and 50% lower carbon monoxide emissions compared to petroleum diesel, according to an India
Bio Energy study. However, it has a higher flash point than regular diesel, which means cold
starts could be an issue.
India’s transport policy needs to prioritize renewable vehicular fuels for large transport; e-mobility
alone will not achieve the ambition of creating a sustainable transport sector.
10.5.3 Electric Vehicles

Government of India unveiled National Electric Mobility Mission Plan (NEMMP) 2020 to
accelerate the growth of the electric and hybrid components of the automotive sector. It focuses
primarily on fast-tracking the manufacturing and introduction of EVs in India.

Page 10-10
Department of Heavy Industries (DHI), Government of India

sanctioned INR 4.37 billion (US$ 67 million) for the
procurement of electric buses, e-taxis and e-autos in
December 2017. The department has selected 11 cities with
one million-plus population for the procurement of 390
electric buses, and is providing funds to the tune of INR 10
million (US$ 150,000) per bus.
Under the Faster Adoption and Manufacturing of Hybrid
and Electric Vehicles (FAME) scheme, the Centre
subsidizes 60% of the total cost of an electric bus. The
average cost of hybrid or electric buses is 3-4 times higher
than diesel buses.
The pilot phase or phase I of the Faster Adoption and Manufacturing of Hybrid and Electric
vehicles in India (FAME India) was launched by the government in 2015, which expires on March
31, 2018. FAME-I was focused more on private vehicles. However, the government is
giving priority to public transport in the second phase of incentive scheme.
Ministry of Urban Development, Government of India will launch "Green Urban Transport
Scheme”, enabling a shift towards electric vehicles for public transport and use of non-fossil fuel
for powering vehicles. Total cost of the project will be around INR 800 billion (US$ 12.5 billion).
The government will give funding to 105 cities which will be selected through competition. The
funding of the scheme will be 50:50 between states and the central government. The ministry has
proposed a grant of INR 250 billion (US$ 3.85 billion), rest may come from multi-lateral banks and
state governments.
PMPML is also planning to procure electric buses to promote sustainable transport.
10.5.4 Cab and Bus Aggregators
Taxi Aggregators
India taxi market is forecast to grow at a CAGR of 13.7% during 2017 – 2022. Taxi aggregators
are not the owners of the cabs which provide service to users. They just organize different cab
operators to provide service under their name. The current share of taxi aggregators is 0.5% of
the total motorized trips in the study area.
The aggregators connect taxis with tourist taxi permits to commuters via their mobile phone
apps.
Figure 10-1: Flowchart showing how Taxi Aggregators work

Page 10-11
Role of Taxi Aggregators in Improved Mobility:

 Benefits to Consumer
 On demand service
 Reduction of following costs to consumer
 Search and information costs
 Bargaining and decision costs
 Governance and enforcement costs
 Convenience, comfort and flexibility
 Low cost due to ride sharing
 Benefits to Society
 This concept is being applied for inter-city/intra-city logistics
 Emerging as alternative to both car ownership and car rentals by offering convenience
and flexibility
 Better utilization of fleet
 Alternative price models such as dynamic pricing etc
 Ride sharing will result in mobility of more people and less vehicle kilometres
 Reduction of dead kilometres
According to Uber more than 31% rides in Delhi are on Uber Pool and over 20% of the Uber
POOL rides are in the remaining 5 cities – Bengaluru, Hyderabad, Kolkata, Mumbai and Chennai.
Since the launch of Uber POOL in the country, the company has partnered with citizens in saving
over 32 million km of vehicle travel, over 1.5 million litre of fuel, reducing CO2 emissions worth 3.5
million kg. Uber in India is operating across 31 cities with over 4 lakh driver partners, of which
50% are active at any given point of time.
Table 10-10: Market Share of Taxi Aggregators
Uber Ola
Market Share 39.6% 56.2%
Drivers 4.5 lakh 8 lakh
Cities in India 31 110
Number of cabs 3.5 lakh+ 5.5 lakh+
Number of employees 700+ 8000+
Source: NDTV
Ola, one of the world’s largest ride-hailing companies, announced (April 2018) “Mission: Electric”,
with a commitment to place 10,000 E-rickshaws and Electric auto-rickshaws in its service in the
next 12 months. The company will develop “Mission: Electric” as a platform to bring one million
Electric Vehicles on the road by 2021. Ola will work with driver-partners, cities, vehicle
manufacturers, and battery companies to make sustainable technologies cost-effective and viable
in daily mobility.

Page 10-12
Bus Aggregators
Historically, public transportation in India has been largely bus-based. As of 2014-15, an
estimated 74% of total passenger-trips in the country were completed by formal public transport
services (MoRTH, 2016), operated mostly by the 62 State-owned Road Transport Corporations
(referred to as State Transport Undertakings (STUs) henceforth).
Though most STUs are financially constrained, some are investing in Intelligent Transport
Systems (ITS), including Vehicle Tracking Units and Passenger Information Systems (PIS), to
improve the reliability of their services.
In parallel, technology start-ups across the country have begun to aggregate privately owned
buses, typically seating 20 passengers, to provide transport services. These “Bus Aggregators”
typically own no assets other than the Information Technology infrastructure and fare-collection
tools, and enter into agreements with private bus owners for operations.
Aggregator buses have been in service in major cities including Bengaluru, Delhi, Hyderabad and
Mumbai, plying along corridors that connect major business or technology parks with residential
areas, and operate alongside STU bus services.
The legal framework for aggregator bus services is governed by the Motor Vehicles Act of 1988,
the provisions of which pre-date advances in Information Technology. The Act regards
aggregators and limits their roles to that of agents in the booking of tickets to travel, rather than
system planners in a public transport network. The Act also does not regulate such technology-
enabled bus services to best serve the interests of society at large, as described in later sections
of this report.
Bus aggregator models use algorithms to chart routes based on demands, sourced from potential
customers, employee travel data available from major technology parks and current routes of
clandestine bus operations in the city. The model allows convenient boarding points for
passengers along predetermined routes, providing direct trips to passengers. The model sources
demand for a trip through its front-end interface, typically a smartphone application, that allows
passengers to reserve and pay for seats for a journey. In addition to seat assurance and
electronic payments, the smartphone application also serves as a passenger information system,
allowing passengers the real-time tracking of bus schedules and arrival at the nearest stop.
In addition, these buses may be equipped with amenities such as air-conditioning and wireless
internet. Further, these buses may also be equipped with CCTV cameras to improve passenger
security during the commute, in line with similar measures taken by buses operated by STUs.
The recognition of bus aggregators as an evolution of conventional bus systems, with potential to
reduce urban road congestion, has resulted in the following government-led initiatives to regulate
the model:
 Rules for aggregators in the Road Transport Safety Bill 2015
 App-based Premium Bus Scheme formulated by the Government of Delhi 2016
10.6 Conclusions
Projects evolved in CMP will help to achieve sustainable development goals by means of
reducing private mode share, emission levels and travel time.

Page 10-13
Chapter-11
Cost Estimates
Chapter 11 - Cost Estimates

CMP Proposals are broadly classified into immediate, short-term, medium term and long-term
proposals and further these proposals are suggested for implementation in two phases:
 Phase I (2018-2028)
 Phase II (2028- 2038)
Summary of Proposals classified into immediate, short, medium and long term proposals are
Table 11-1 Immediate, Short, Medium and Long Term Proposals
IMMEDIATE TERM PROPOSALS

 Traffic management schemes
 Signage & Markings
 Junction Improvement schemes
 Regulation of on-street parking
 Provision of Pedestrian facilities
 Provision of Cycle Tracks /PBS
 Augmentation of PMPML Bus Services
 Provision of Pedestrian Zones and Pedestrianisation schemes
 Removal of Encroachments / hawker Management / dismantling
 On-street Parking Management
SHORT TERM PROPOSALS
 Provision of Pedestrian facilities (Walk ways, FOBs, Subways)
 Augmentation of PMPML Bus Services
 Off-street Parking facilities
 Truck Terminals
 Provision of Cycle Tracks /PBS
 Improvement of Mobility Corridors
 Road Widening
MEDIUM TERM PROPOSALS
 Road widening
 New roads
 Flyovers/Interchanges
 Multi-modal Transport Hubs
 Redevelopment of Passenger Terminals
 Rail Over Bridges (ROB)
 River Bridges
 Use of ITS for Urban Transport
LONG TERM PROPOSALS
 Augmentation of PMPML
 BRTS
 Metro
 Suburban Railway
 Ring road
Cost Estimates
Page 11-1
 HCMTR
 ITS
 Multi-modal Transport Hubs
Consultants’ estimated the unit cost for various components is based on Standard Schedule of
Rates, Public Works Department, Government of Maharashtra; Schedule of Rates, Public Work
Department, Pune Region, Government of Maharashtra and past and on-going studies carried
out by the Consultants in India.
Following items have not been considered while preparing the cost estimates as these projects
are committed:
 Two committed Metro corridors of 33 km ( Swargate to PCMC and Vanaz to Ramwadi

Corridors)
 Ring Road
 HCMTR for Pune and Pimpri- Chinchwad
 Pune Street design project (committed projects by PMC)
 Elevated freeway from Kaspate Chowk to Rajiv Gandhi flyover

The overall cost for implementation of proposals is estimated to be around Rs. 53,421 crore in
next 20 years. Further the cost of short-term, medium-term and long-term proposals are
estimated as Rs. 2,420 crore, Rs.4,035 crore and Rs. 46,965 crore respectively.
The phase-wise costing of the proposals is estimated to be Rs. 25,561 crore for Phase I and Rs.
27,860 crore for Phase II. The summary of cost estimates is presented in Table 11-2.
Cost Estimates
Page 11-2
Table 11-2: Phase wise Cost Estimates for CMP Projects

No. Item Total Kms/ No. Total Cost (in Rs. Crores)
Phase I (2018-2028)
1 Footpath 47.70 27.07
2 Grade Separators for Pedestrians 28.00 43.50
3 Raised Pedestrian Crosswalk 31.00 1.22
4 Zebra Crossing 63.00 0.10
5 Rumble Strips 63.00 0.96
6 Junction Improvement (3 arm) 14.00 2.80
9 New Lighting Facility 60.00 13.26
10 Improvement in existing lighting facility 450.00 16.83
11 Improvement of existing Road Markings 662.00 2.35
12 New Road Markings 2,818.00 11.08
13 Improvement of existing Signages 271.00 0.40
14 New Road Signages 1,015.00 2.98
15 Pune Street Program 19.00 66.50
16 Traffic Signals (Renovation of Existing) 76.00 3.80
17 Bicycle Tracks 705.27 300.80
18 Bicycle Tracks (Painted) 154.00 13.17
19 Traffic Calming Measures 20.22 0.97
20 Prepaid Auto Stands 9.00 0.18
21 Redevelopment of PMPML Terminal 9.00 32.40
22 Relocation of PMPML Terminals 3.00 30.00
23 New Passenger Terminal (PMPML) 6.00 60.00
24 Redevelopment of MSRTC Terminal 2.00 10.00
Cost Estimates
Page 11-3
25 Multi Modal Transport Hub 4.00 450.00
26 PMPML Bus Depots 9.00 49.50
27 Redevelopment of Railway Stations 8.00 115.00
28 Off Street Parking 13.00 68.85
29 Nigdi - Katraj Metro line 33.63 4000.00
30 Chandani chowk - Wagholi Metro line 25.99 2750.00
31 Shivaji Nagar - Hinjewadi Metro line 30.35 4652.50
32 Hinjewadi - Chakan Metro line 30.08 7520.00
33 Shivaji Nagar - Hadapsar Metro line 11.74 2935.00
34 Yerwada to Viman Nagar - BRTS 5.00 100.00
35 Kaspate Wasti to Kalewadi - BRTS 1.80 36.00
36 Chinchwad to Talwade - BRTS 12.00 240.00
37 Pedestrianisation 17.28 17.28
38 ROB/ RUB (New) 9.00 360.00
39 Standard Bus/ BRTS Bus 500.00 150.00
40 Truck Terminal 6.00 180.00
41 Road Widening 124.00 485.56
42 Flyovers 9.00 300.00
43 Undeveloped DP Roads 22.00 80.00
44 River Bridges (As part of Undeveloped DP Roads) 3.00 25.65
45 Elevated Freeway from Rajiv Gandhi Flyover to Hotel Mezza 9 2.50 400.00
A Sub Total 25,561
Phase II (2028-2048)
45 New ISBT Terminals 3 375.00
46 Multi Modal Transport Hub 7 1200.00
47 Multi Modal Transfer Stations 7 20.00
Cost Estimates
Page 11-4
48 Sinhgad Road -Indira Gandhi Chowk (Pune Cant) Metro line 9 1816.00
49 Warje - Swargate Metro Line 9 1774.00
50 Hinjewadi – Pawar Wasti - Wagholi Metroline 35 7046.00
51 Chandani Chowk - Hinjewadi Metro line 18 3562.00
52 Kiwale to Hadapsar along Western Bypass - BRTS 49 980.00
53 Railway Line (Civil, Signalling and Electrification) 110 2200.00
54 River Bridges (New) 8 156.03
55 Mini Bus (Feeder Services for Nigdi -Katraj Metro) 85 12.75
56 Mini Bus (Feeder Services for Chandini Chowk - Wagholi Metro) 65 9.75
57 Mini Bus (Feeder Services for Shivaji Nagar - Hinjewadi Metro) 75 6.75
58 Mini Bus (Feeder Services for Sinhgad Road to Indira Gandhi Chowk Metro) 23 3.38
59 Mini Bus (Feeder Services for Warje - Swargate Metro) 23 3.38
60 Mini Bus (Feeder Services for Hinjewadi - Chakan Metro) 75 11.25
61 Mini Bus (Feeder Services for Ring Metro (Upper Half)) 88 13.13
62 Mini Bus (Feeder Service for Chandi Chowk - Hinjewadi Metro) 45 6.75
63 Mini Bus (Feeder Service for Shivaji Nagar - Hadapsar Metro) 30 4.50
64 Midi Bus (Feeder Services for Nigdi -Katraj Metro) 85 17.00
65 Midi Bus (Feeder Services for Chandini Chowk - Wagholi Metro) 65 13.00
66 Midi Bus (Feeder Services for Shivaji Nagar - Hinjewadi Metro) 75 9.00
67 Midi Bus (Feeder Services for Sinhgad Road to Pune Cant Metro) 23 4.50
68 Midi Bus (Feeder Services for Warje - Swargate Metro) 23 4.50
69 Midi Bus (Feeder Services for Hinjewadi - Chakan Metro) 75 15.00
70 Midi Bus (Feeder Services for Ring Metro (Upper Half)) 88 17.50
71 Midi Bus (Feeder Service for Chandi Chowk - Hinjewadi Metro) 45 9.00
72 Midi Bus (Feeder Service for Shivaji Nagar - Hadapsar Metro) 30 6.00
Cost Estimates
Page 11-5
73 Standard Bus/ BRTS Bus 1500 450.00
74 Standard Bus/ BRTS Bus 3800 1140.00
75 High Speed Metro Link to Airport 54 6348.00
76 Railway Station at Proposed Airport 1 20.00
77 Intermediate Ring Road 79 605.85
B Sub Total 27,860
A+B Total 53,421.32
Limitations:
To arrive at the cost estimates, Consultants have relied on Schedule of Rates from Public Works Department for Pune Region and state of
Maharashtra; and market information have ensured to the best of its ability the correctness of the same. However, material markets in cities/ towns
continue to be non-transparent, subject to non-disclosure and fragmentation. Therefore, the cost estimates provided in this chapter are preliminary in
nature and shall be treated as “reference” information.
All facts, figures, unit rates etc. discussed in this chapter are based on macro-level assessment. Hence, they shall be considered as “indicative rates/
estimates”. Detailed/ micro-level cost estimates shall be carried out separately. Land acquisition cost is not included in arriving at the cost estimate.
Cost Estimates
Page 11-6
Chapter-12
Resource Mobilization
Chapter 12 - Resource Mobilisation

12.1 General
As per the recommendations of working group on urban transport for 12th five year plan, the
financing of urban transport projects in the country has largely been confined to gross budgetary
support from the government and the user charges. Due to heavy investment needs of urban
transport and conflicting demands on the general exchequer, investment under urban transport in
past has not kept pace with the rapidly increasing requirement of the sector. The current level of
user charges of limited urban transport facilities, do not make the system self-sustainable. At the
same time, providing safe, comfortable, speedy and affordable public urban transport to all has to
be a necessary goal of the local government.
The key funding sources besides government budgetary support and fare box can be dedicated
levies, land monetization, recovery from non-user beneficiaries, debt and private investments.
The paradigm of financing has to clearly move from “non-users pay” principle to “users pay” and
“polluters pay” principles. There is a need for long-term sustainable dedicating financing
mechanism to address requirements of urban transport.
The various components in which the investment would be required would need to be funded
through a combination of funding from Government of India, State Government, Urban Local
Body, Development Authority, property development, loans from domestic and financial
institutions and Public Private Partnership (PPP).
12.2 Finances of PMC and PCMC

The budget of details on PMC and PCMC including sources of funds, income and expenditure are
presented in the Annexure 12-1 and Annexure 12-2 respectively.
12.2.1 Budget of PMC

Budget of Municipal Corporation is a policy document which provides details of the local body’s
sources of income or receipts and use of these resources or expenditure allocated to different
heads and departments.
The details of past budgets of PMC are presented in Table 12-1.
Table 12-1: Details of Past Budgets of Pune Municipal Corporation
Year Budget (in Crore Rs)

2012-13 3633
2013-14 4168
2014-15 4150
2015-16 4479
2016-17 5199
2017-18 5912
2018-19 5870
The major sources of funds/income for PMC and PCMC are:

 Revenue - generated from internal sources
Page 12-1
 Receipts - RAY, NSDP, Smart City Mission, AMRUT, Housing for Urban Poor, SJSRY,
State Finance Commission, RSBY, NSAP, Corpus Fund and 12th Finance Commission
etc
 Grants - Grants for Dearness Allowance, increased cost of pay, out of the proceeds of M.
V. Tax, supplementing services in Slums, supplementing services to Water Supply,
Sewerage and Drainage A/C, Grants out of the proceeds of Entertainment Tax,
Development Grant and Fixed Grant
 Tax Revenue - this includes LBT, Property Tax including Surcharge on Property Tax, Tax
on trade, Service Charges on Central Govt. Properties and Tax on Advertisement etc.
 Non-Tax Revenue - Receipt from Water Supply, Sewerage and Drainage, Land &
Estates, Building Plan Sanction Fees, License Fees, Health Services, Parking Fees,
Roads, Parks and Squares, Interest on Fixed Deposit and other Unclassified Receipts
12.2.2 Revenue Income, Expenditure and Surplus of PMC

Revenue Income of PMC is presented in Table 12-2. Local Body Tax (LBT) is the major source of
revenue since 2013-14. Before that Octroi was the Major source of Revenue. The major other
revenue sources include property tax and city development fees and construction licenses. LBT
tax revenue has growing at the rate of 10.6% since last 2013-14. Robust growth in property tax is
also seen. The share of revenue from LBT and Property Tax is 38% and 29% respectively during
2016-17.
The revenue from property tax is growing at the rate of 25% per annum. Overall revenue is
growing at 6% per annum.
Table 12-2: Revenue Income of Pune Municipal Corporation
Revenue Income (Crore) 2012-13 2013-14 2014-15 2015-16 2016-17

Octroi 1,148.75 2.95 22.45 13.44 -1.08
LBT 0.01 1,030.82 1,280.88 1,450.02 1394.69
Property Tax 444.12 536.62 589.52 829.62 1087.13
City Dev. Fees and
620.25 610.45 606.21 762.34 534.86
Construction Licence
Water Tax 153.13 139.81 194.4 252.42 71.61
Other 357.54 396.42 527.86 619.4 306.45
Development Scheme Grant 8.98 5.38 8.59 3.19 124.49
Other Grant 229.33 259.69 95.82 106.9 210.31
Total 2,962.11 2,982.14 3,325.73 4,037.33 3,728.46
The share of various sources of revenue income of PMC in the year 2016-17 is presented in the
Figure 12-1.
Page 12-2
Figure 12-1: Sources share of Revenue Income of PMC (2017-18)

Revenue Expenditure of PMC is presented in Table 12-3. It can be noticed that revenue
expenditure is increasing at 13% per annum whereas the total expenditure is growing at 10% per
annum. However, capital expenditure is growing at 5% per annum.
Table 12-3: Revenue and Capital Expenditure of Pune Municipal Corporation
Revenue Expenditure (Crore) 2012-13 2013-14 2014-15 2015-16 2016-17

Employee Department 747.79 822.24 906.19 1197.53 1045.3
Primary Education 217.53 245.49 240.88 0 268.5
Electricity and Maintenance 136.11 149.53 169.89 160.86 180.13
Water Exp. 25.18 27.28 28.73 24.06 26.43
Medicine Exp. 44.95 55.9 58.74 51.52 80.14
Other Exp. 233.95 286.42 374.43 505.31 673.73
Maintenance 11.17 16.13 14.13 13.04 13.85
Petrol and Diesel Exp. 23 29.57 25.24 22.53 22.07
Ward Offices Work 62.86 55 38.73 35.82 90.71
Loan Repayment and Interest 40.23 38.55 38.66 38.64 130.32
Depreciation 6.38 6.47 9.12 12.07 12.57
Ward Level Works 24.46 26.92 18.68 18.32 23.13
Revenue Expenditure 1,573.61 1,759.50 1,923.42 2,079.70 2,566.88
Capital Expenditure 1253.1 1407.54 1271.99 1404.7 1522.4

Total Expenditure ( Revenue+Capital) 2,826.71 3,167.04 3,195.41 3,484.40 4,089.28
Table 12-4: Revenue Surplus of Pune Municipal Corporation (in Crores)
2012-13 2013-14 2014-15 2015-16 2016-17

Revenue Surplus 1,388.50 1,222.64 1,402.31 1,957.63 1,161.58
PMC has been consistently reporting revenue surplus of more than Rs.1000 crore in last 5 years,
which is presented in the Table 12-4. It shows strong revenue flows of the Corporation and
Page 12-3
capacity for external fund raising. The details of revenue income and expenditure of PMC have
been enclosed in the Annexure 12-1.
12.2.3 Budget of PCMC

The details of past budgets of PCMC are presented in Table 12-5. It can be observed that budget
outlay has been growing at 14.7% per annum. The budget outlay of PCMC was Rs.2862.5 crore
in 2012-13 which has grown to Rs.5235 crores in 2018-19.
Table 12-5: Details of Past Budgets of PCMC
Year PCMC (in Crores)

2012-13 2862.54
2013-14 2024.91
2014-15 3400.00
2015-16 3615.00
2016-17 3982.00
2017-18 5064.00
2018-19 5235.00
12.2.4 Revenue Income, Expenditure and Surplus of PCMC

Revenue income of PCMC is presented in the Table 12-6. The income in the year 2016-17 was
about Rs.2037.26 Crore where the major sources of revenue are LBT and Building Permission
etc. The growth trend of the revenue income suggests that there has been a growth of about
5.8% from 2012 to 2017. Also, it can be observed that LBT (Local Body Tax) has been the major
source of revenue income for PCMC contributing to 60% of the revenue.
Table 12-6: Revenue Income of Pimpri-Chinchwad Municipal Corporation
Revenue Income 2012-13 2013-14 2014-15 2015-16 2016-17
LBT 1094.53 838.21 1039.36 1283.75 1209.68

Tax 190.25 251.43 312.17 324.48 310.57
Interest 69.95 70.24 93.94 83.17 82.98
Water Supply 28.07 31.51 31.34 32.42 27.73
Water Supply others 1.56 2.25 1.26 7.90 6.12
Building Permission 228.50 285.73 193.75 286.10 261.11
Others department 50.10 60.97 51.37 66.45 139.07
Capital Income 37.78 46.73 60.16 110.03 -
Total Revenue Income 1662.96 1540.34 1723.20 2084.27 2037.26
Total Income 1700.74 1587.07 1783.36 2194.30 2037.26
The growth rate in revenue is about 5% during last 5 years.

The share of sources of revenue income of PCMC for the year 2016-17 is presented in the
Figure 12-2.
Page 12-4
Figure 12-2: Sources share of Revenue Income of PCMC (2017-18)

The revenue expenditure of PCMC is presented in the Table 12-7. It can be observed that the
total revenue expenditure of PCMC is growing by about 12.78%.
Table 12-7: Revenue Expenditure of Pimpri-Chinchwad Municipal Corporation
Revenue Expenditure 2012-13 2013-14 2014-15 2015-16 2016-17
Establishment Expenses 327.25 454.25 476.46 517.90 557.54

Other revenue 355.19 256.48 301.39 320.95 345.34
Miscellaneous - - 72.04 88.03 111.24
Total Expenditure (Crores) 628.44 711.20 849.89 926.88 1013.82
PCMC has an average annual surplus of about Rs.930 crore in the past 5 years i.e. 2012 to
2017. Also, it can be observed that there has been a decline in the surplus revenue at the rate of
4% per annum. This is due to the fact that while revenue expenditure is growing at 12.7%, the
revenue income is growing only at 5.2% per annum. The revenue surplus of PCMC in the last 5
years is presented in the Table 12-8. The details of revenue income and expenditure of PCMC
have been enclosed in the Annexure 12-2.
Table 12-8: Revenue Surplus of Pimpri-Chinchwad Municipal Corporation
2012-13 2013-14 2014-15 2015-16 2016-17
Revenue Surplus (Crores) 1034.52 829.14 873.31 1157.39 762.33
It can be noticed that PCMC has been consistently reporting revenue surplus in the range of 760-
1150 crore per annum during last 5 years.
12.2.5 Conclusions
Based on the review of budgets for PMC and PCMC, it can be noted that both the corporations
have consistently shown high revenue surplus over last decade. While the revenue surplus of
PMC is 1161 crore and the revenue surplus of PCMC is Rs.762 crore during 2016-17.
The capital expenditure of PMC ranges from Rs.1200 crore to Rs.1500 crore per annum over the
last 5 years whereas capital expenditure on transport i.e. roads, bridges, BRTS, traffic ranges
from Rs.555 crore to Rs.695 crore.
Page 12-5
The capital expenditure of PCMC ranges from Rs.580 crore to Rs.903 crore per annum over the
last 5 years whereas capital expenditure on transport (Components of Civil, BRTS) from Rs.475
crore to Rs.790 crore.
12.3 Financing of Urban Transport

Financing requirement of urban transport is huge. The funds of the general budgets of local
bodies and grants from state and central government are inadequate to meet the financing of
urban transport projects.
Beneficiaries of investments in urban transport can be categorised as direct beneficiaries such as

commuters who use the transport services and indirect beneficiaries who benefit indirectly such
as business who benefit from increase in land value due to investments on Metro, people residing
in other areas also benefit due to less congestion and improvement in air quality. There is need to
identify the benefits and accordingly charge from various beneficiaries so that urban transport can
support itself to the large extent. The various identified instruments have been presented in the
Figure 12-3.
FINANCING URBAN TRANSPORT
CONVENTIONAL INSTRUMENTS
OTHER INSTRUMENTS
 Fare Box Revenue
 Additional Property Tax along Mass
 Advertising Revenue
Transit Corridors
 License Fee
 Betterment Levy (One time)
 Real Estate Development Rights
 Higher Floor Space Index
 Transferable Development Right
(TDR)
 Higher Registration charges for
vehicles
 Pollution tax on vehicles
 Cess on Registration of property
 Variable parking charges based on
location and time
 Fuel taxes as Carbon surcharge
Figure 12-3: Sources for Financing Urban Transport

The Conventional instruments for financing urban transport:
Fare Box Revenue: Fare box revenue fee paid by commuters for using the public transport
service. As a principle, the operating cost of the bus service should be met by user fees.
However, this objective is not easy to achieve as higher fare is not acceptable from social and
political perspective though some of the middle and higher class avail the concessions although
they can afford to pay the higher fares. Ability to recover cost of operations from fares depends
on a number of factors such as availability of competing modes of transportation, quality and
coverage of the network, population density, presence of feeder network and last mile coverage.
Page 12-6
Fare-box revenue is likely to be the major source of income for urban transport project and it is
critical to set fares at a suitable level to ensure recovery of costs. To make the public transport
viable non-fare box revenue shall be explored. All over the world, non-fare box revenue varies
from 11% to 30%.
Advertising Revenue: The rolling stock consisting of bus, Metro and trains is an excellent
means for advertising. In addition rolling stock, passenger terminals which see huge daily
footfalls, bus stops provide ample space for advertisements. These rights may be sold be based
on a fixed fee or even on revenue sharing basis.
License Fee: The license fee can be collected from on-street and off-street parking facilities and
food stalls, book-stores, banking services such as ATMs etc. at passenger terminals can be
captured by auctioning the facilities
Real Estate Development Rights: The right to develop property at certain points along the
corridor and at the stations may be bundled with the urban transportation project to make it
viable. However, it depends on availability of government land along the corridor. Further, the
potential depends upon the demand for commercial real estate in different parts of the city.
While the first three revenue sources are largely targeted towards meeting the operating costs
and other overheads, real-estate development is often seen as having the potential to fund the
capital expenditure.
The above instruments can be used to capture the value from direct-users. However, urban
transport projects will provide substantial benefits to other users as well. For example increase in
real-estate value of the property along the metro corridor influence area, bus terminals, multi-
modal hubs etc. There are multiple instruments that could be used to capture value from
indirect beneficiaries.
Additional Property Tax: The urban transport project is an amenity that will increase the value
of land or property along the Mass transit corridors and near the stations. One option for the
Urban Local Body (ULB) to capture some value from this benefit is to levy a higher rate of
property tax on these properties. The ULB may designate corridors and areas/colonies close to
the stations as the “project influence zone” and levy a higher rate of property tax. It is important
that this higher rate should not be applicable throughout the city. Such properties must be easily
accessible from the stations and are able to generate higher rental income. The additional
property tax levy may capture a small part of the enhanced rental value of the property. Similarly,
commercial properties close to the stations would be more valuable as they can attract more
consumers and should pay additional property tax.
Betterment Levy: An alternative to higher property tax is to levy a one-time betterment levy on
properties in the proximity zone. This option could help generate upfront resources from
beneficiaries for part-funding the capital cost. This levy would also be applicable on any property
that comes-up at a later stage.
For example, Pimpri-Chinchwad Municipal Corporation has adopted a number of instruments to
charge beneficiaries for the value derived from being located in the project influence zone. These
measures are:
 TDR from other parts has been allowed to be used in the project influence zone after
payment of a premium
 Categorizing the area under the project influence zone for into a higher category for
property tax
Page 12-7
 Building permission fee in the project influence zone to be ear-marked for urban transport
fund
Higher Floor Space Index (FSI): If the project influence zone is under-developed, the potential
to generate revenues from the above tools would be limited. In order to incentivize real-estate
development in the project influence zone, a higher FSI may be allowed. Buildings used for
commercial purposes may be allowed to increase the built-up area in this zone after paying an
up-front fee to the ULB. This could also be charged in addition to regular building permission fee
as applicable. It is necessary to ensure that this tool should not be indiscriminately used for
revenue generation. Detailed analysis is necessary to assess whether other infrastructure
services such as water supply, parking facilities etc., would be able to cope with the higher
demand. PMC has already allowing maximum FSI of 4 along the TOD corridor.
Transferable Development Rights (TDRs): This is a tradable instrument that gives the owner
the right to a certain quantity of built-up area in another part of the city in lieu of giving away land
for social amenities. Owners of TDRs may be allowed to transfer or sell the development right for
additional property development in the project influence zone for a transfer premium. This
instrument would be suitable for planned densification of areas close to the corridor. However, it
is necessary that the project influence zone has sufficient capacity to bear the additional load on
infrastructure services. The effectiveness of the above instruments would vary depending upon
the local circumstances, scope for real-estate development and densification as well as
availability of complementary instruments.
An alternative is to impose a tariff or levy on private vehicle users which reflect the cost of
congestion and more fuel usage. Different instruments are explored for this purpose.
Fuel Taxes as Carbon Surcharge: In case congestion pricing is not feasible, a fuel surcharge
may be levied to capture the externality cost of use of private transport. As in the case of
congestion pricing, a fuel tax changes the relative price between private vehicle use and public
transport and has the potential to incentivize inter-modal shift. However, it does not sufficiently
target cost of additional congestion on the roads as it is levied uniformly on all users irrespective
of whether the vehicle is driven into congested areas or during peak hours. Such taxes are more
suitable if levied as charges for carbon emission from use of private vehicles.
Carbon Credits: Public transport project has the benefit of reducing carbon emission by
providing a viable alternative to use of private transport. At present developing countries are not
mandatorily required to reduce their carbon emission. However, adoption of carbon emission
abatement projects in developing countries earns carbon credits that can be used for off-setting
emissions by developed economies through the Clean Development Mechanism (CDM)
framework. An urban transport project may be eligible for such credits.
The National Action Plan on Climate Change unveiled by Government of India also refers to the
use of pricing, taxes and charges to influence travel demand and choice of transportation.
For example, TransMilenio, Bogota, Colombia is the first BRT project to be successfully
registered under CDM for carbon credits. Transmilenio will generate credits from improved fuel-
use efficiency, use of new and larger buses and scrapping of old buses and modal shift to public
transport from private vehicles.
12.3.1 Urban Transport Fund (UTF)

Despite being a major contributor to economic value generation in urban areas, urban transport
has not received serious consideration. Instruments for capturing value from proximate and
indirect users may not directly accrue to the project developer. Indeed, in many cases, the ULB or
Page 12-8
other state government institution would have jurisdiction over imposition and collection of a tax
or levy. It is necessary that such revenues should be earmarked for use in urban transportation
related projects. For this purpose it may be necessary to ring-fence these revenues from the
consolidated fund of state governments and ULBs. Government of India has encouraged state
governments to set up dedicated urban transport fund by earmarking specific state and local
taxes for meeting investment requirement for urban transport.
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. Although various states have taken initiatives in line with these recommendations,
the expectations from these UTFs have not been fulfilled. Most of these UTFs are in the evolving
phase and substantial improvements in their structure are required.
The advantages of UTF:
 Ensures Revenues Collected for Urban Transport are Dedicated for that Purpose
 Facilitates Raising Funds from the Market and External Funding Institutions
 UTF can be a Revolving Fund
 Provides a Source of Subsidies for Public Transport
PMC and PCMC had set up UTF in 2009 and 2010. PMC had proposed the creation of an UTF to
raise Rs. 2600 crore for self-financing of metro rail project through additional FSI along the metro
corridors. PMC had also proposed to raise Rs. 2300 crore through additional FSI allocation for
financing BRTS project. However, PMC has not been able to raise the funds as planned.
UTF established by Pune Municipal Corporation

The Pune Municipal Corporation had set-up a dedicated urban transport fund in FY 2009-10 and
earmarked Rs 30 crore during the year. PMC had envisaged raising funds for metro rail and
BRTS respectively through premium FSI.
For this financial year 2017-18, PMC has set a target of raising Rs 55 crore for the Pune
Infrastructure Fund, Rs 23 crore for Critical Infrastructure Funds for Information Technology and
Enabled Services (ITES), Rs 2 crore for Heritage Conservation Funds, Rs 20 crore for Urban
Transport Land Development Charges and Rs 40 crore for Urban Transport Building
Development Charges. The revenue income and expenditure of UTF is presented in the Table
12-9.
Table 12-9: Details of UTF for 2018-19 (PMC)
Type of Income/Expenditure Rs.(in Crores)
Income: Road Improvement (Revenue Generated under UTF
Road Tax 150
Government Fund (Other than Vehicle tax) 8
Road Excavation 99
Road Construction and Road improvement 3
Parking fines/charges 0.1
Sub Total 261.1
Revenue Expenditure (Under UTF)
Page 12-9
Type of Income/Expenditure Rs.(in Crores)

Student Subsidy 6.62
RTO 11.62
PMPML Maintenance 112.55
PMPML Passes 28.06
Sub Total 158.85
Capital Expenditure (Under UTF)
BRT Development 750
Cycle Track Development 55
Road Surfacing 181.01
Road Resurfacing 12.41
Road CC work 166.24
Sub Total 1164.66
RTO Expenditure 133.58
Public Transport Development and Special projects (Metro project): 8.76
Source: PMC
UTF established by Pimpri-Chinchwad Municipal Corporation

PCMC had set up an Urban Transport Fund (UTF) to fund the BRTS project in FY 2009-10.The
UTF is presently managed by a SPV wholly owned by PCMC. Revenue sources accorded to the
UTF from BRT Corridor Zone is as follows:
 Ceiling FSI raised to 1.80 from existing 1.0 (charging premium on extra FSI and
development charges)
 Allowed Transfer of Development Rights (TDR) from other zones to BRT corridor on
payment of premium
 Other incomes like advertisement, incremental property tax
 Penalties, building permission, engineering fee (Excavation and Repair)
 Land resources were identified on the corridors for using land as a resource
 Other sources (parking fees, imposing additional sales tax on petrol, additional registration
fees on four-wheelers and two-wheelers, a congestion tax, as well as an annual renewal
fees on driving licences)
The details of UTF provision and Expenditure are presented in the Table 12-10
Table 12-10: Details of UTF Provision and Expenditure of PCMC (in Crores)
BRTS Capital Expenses (in Crores) UTF Capital
Expenses
Year Aundh-Ravet Kalewadi Nashik Phata (in Crores)
Provision Expenditure Provision Expenditure Provision Expenditure Provision Expenditure
2012-
13 37 36.91 28.5 22.52 39.86 39.85 0.8 0.41
2013-
14 34.89 27.01 42.39 29.58 26.88 26.55 36.8 9.89
2014-
15 22 18.3 35 18.11 11 80.78 54 38.82
2015-
16 9.84 9.3 23 12.43 10.1 5.11 49 16.33
Page 12-10
BRTS Capital Expenses (in Crores) UTF Capital

Expenses
Year Aundh-Ravet Kalewadi Nashik Phata (in Crores)
Provision Expenditure Provision Expenditure Provision Expenditure Provision Expenditure
2016-
17 2.1 2 40 99.48 - - 47 28.46
Although PMC and PCMC had established the UTF the revenue generated is not
substantial as originally envisaged.
12.3.2 Public Private Partnership (PPP)

Public-Private Partnerships is cooperation between a public authority and private companies,
created to carry out a specific project. In a PPP for a new transport infrastructure development
project, the public authority creates a secure environment for the private sector to carry out the
project, and the private partner offers its industry know-how, provides funding and shares in the
project’s risk. The decision to undertake a public-private partnership and the choice of the most
suitable form of partnership greatly depends on the context and the types of project to be
developed. Some of the projects amenable for Public Private Partnership in the study area are
listed below:
 On-Street/ Off-Street Parking Management
 City Bus Terminal/ Inter-city Bus Terminal
 Truck Terminal
 Bus Operations on selected routes PPP AMENABLE PROJECTS
On & Off Street Parking Management
 Metro (Construction, Operations)
Intra & Inter City Bus Terminal
 Advertisement Revenue Truck Terminal
 Landscaping in the circulation areas can be Bus Operations on Selected Routes
adopted and maintained in lieu of Metro
advertisement by Private parties
Advertisement Revenue
 Advertisement on buses, in bus terminals Feeder Bus Operations to
and other public places such as bus stops Metro/BRTS
Multi-Modal Hubs
 Advertisements along cycle tracks, footpaths
Bus Stops/ Shelters
etc
 Feeder Bus Operations to Metro/ BRTS
 Multi-modal Hubs
 Bus Stops/ Shelters
PPP for Development of Metro

As per the Metro Policy-2017 of Government of India, Private participation either for complete
provisioning of metro rail or for some unbundled components will form an essential requirement
for all metro rail project proposals seeking central financial assistance.
State Government desirous of availing central financial assistance for metro rail system in a city
should mandatorily explore the possibility of having a PPP arrangement.
Page 12-11
Forms of Public Private Partnership-All forms of PPP will be encouraged by the Government. As
an indicative menu, the following broad models of PPP are some of the options for a way forward
for PPP in Metro Rail:
 Construction of new Metro Rail systems through DBFOTs (Design-Build-Finance-Operate-
Transfer)
 Award of Concessions for operational services which could include supply of rolling stock
 Award of Concessions for maintenance and upgrading of infrastructure
Private Participation in Operation and Maintenance (O&M) of Metro
With the increase of metro rail systems in the country
coupled with the steady development of the expertise MODELS FOR METRO OPERATIONS
for managing the services in the private sector, metro AND MAINTENANCE
rail agencies may explore the possibility of Cost + Fee Contract
provisioning of rolling stock, signaling systems etc. Gross Cost Contract
and also maintenance and operation by a private Net Cost Contract
entity. This would also bring in the managerial
efficiencies, and entrepreneurial spirit of the private sector in the delivery of service. Also, it is
important to define the exact nature of private participation in the early stage of planning.
Some indicative models of O&M are:
Cost + Fee Contract: The authority/ owner pays the operator a monthly/ annual payment for
operations and maintenance of the system. The remuneration given could comprise of a fixed fee
and a variable component, which would depend on the quality of service provided. The operating
and revenue risk are borne by the authority.
Gross Cost Contract: The operator is paid an agreed fixed sum for the duration of the contract.
All risks related to operation and maintenance is borne by the operator and the revenue risk is
assumed by the authority.
Net Cost Contract: The operator collects the complete revenue generated from the services
provided. In case, the revenue generated is lower than O&M cost, the Authority may agree to
compensate the difference in cost to the operator while finalizing the agreement. However, the
operating and revenue risk are borne by the operator for the tenure of the contract.
Private Participation in non-core activities: Some metro companies have been successful in
involving private participation in the Automatic Fare Collection System leading to higher
efficiencies and sharing of the cost by the private partner. Other such non-core activates should
be explored for unbundling on PPP mode.
Options for Central Assistance for Metro Rail Projects

The various options for central financial assistance for metro projects are as below:
 Public Private Partnership (PPP):
Central financing for this model will ASSISSTANCE FOR METRO RAIL PROJECTS
be governed by the Viability Gap Public Private Partnership Model
Funding (VGF) Scheme of
Grant by the Central Government
Government of India or by any other
Equity Sharing Model
guidelines issued or revised by
Government of India from time to time
Page 12-12
 Grant by the Central Government: Central Government will consider providing a grant of
10% of project cost, excluding private investment, cost of land, rehabilitation and
resettlement and tax, to the state government for the construction of a metro rail project.
The release of the grant may be indexed with the progress of the project. However, public
private partnership in some form for implementation, operation and maintenance, fare
collection or any other unbundled activities of the proposed metro rail project, wherever
feasible, will be required
 Equity Sharing Model: In this model, projects will be taken up under equal ownership of
Central and State Government concerned through equal sharing of equity. The formation
of a jointly owned Special Purpose Vehicle (SPV) will be an essential feature of this model.
As is the prevalent structure, the SPV will be managed by a Board of Directors. The
Managing Director of the SPV will be a nominee of the State Government so appointed
with the prior approval of the Central Government. The ex-officio chairman of the SPV will
be nominee of Government of India
In this model, public private partnership (PPP) in some form for implementation, operation
and maintenance, fare collection or any other unbundled activities of the proposed metro
rail project, wherever feasible, will be required
Government of India will provide financial support to metro rail projects in the form of
equity and subordinate debt (for part of taxes), subject to an overall ceiling of 20% of the
cost of the project excluding private investment, cost of land, rehabilitation and
resettlement, after evaluating various parameters and as per extant practice and policies
Government of India on its own may take up, after due consultation with the concerned
state government(s), in the existing equity sharing model or any other funding pattern and
institutional arrangement, those projects which are necessary for a city or metropolitan
region development
12.3.3 Government Source of Funding
Viability Gap Funding

Government of India has established a special financing facility called "Viability Gap Funding"
under the Department of Economic Affairs, Ministry of Finance, to provide support to PPP
infrastructure projects that have at least 40% private equity committed to each such project.
Viability Gap Funding can take various forms such as capital grants, subordinated loans; O&M
support grants and interest subsidies. It will be provided in installments, preferably in the form of
annuities. However, the Ministry of Finance guidelines require that the total government support
to such a project, including Viability Gap Funding and the financial support of other Ministries and
agencies of the Government of India, must not exceed 20% of the total project cost as estimated
in the preliminary project appraisal, or the actual project cost, whichever is lower. Projects in the
following sectors implemented by the Private Sector are eligible for funding:
 Roads and bridges, railways, seaports, airports, inland waterways, power
 Urban transport, water supply, sewerage, solid waste management and other physical
infrastructure in urban areas
 Infrastructure projects in Special Economic Zones
 International convention centers and other tourism infrastructure projects
Metro projects can avail the Viability Gap Funding and has been discussed in the Section 12.6
Page 12-13
Atal Mission for Rejuvenation and Urban Transformation (AMRUT)

The scheme was launched by Central Government in June 2015 with the focus augmentation of
urban infrastructure. The thrust areas
The Mission will focus on the following Thrust Areas:
 Water supply
 Sewerage facilities and Septage Management
 Storm water drains to reduce flooding
 Pedestrian, non-motorized and public transport facilities, parking spaces
 Enhancing amenity value of cities by creating and upgrading green spaces, parks and
recreation centers, especially for children
Following components of Urban Transport will be funded under AMRUT
 Ferry vessels for inland waterways (excluding port/bay infrastructure) and buses
 Footpaths/walkways, sidewalks, foot over-bridges and facilities for non-motorized transport
(e.g. bicycles)
 Multi-level parking
 Bus Rapid Transit System (BRTS)
SMART City Mission

Smart City Mission is an urban renewal and retrofitting program by the Government of India with
the mission to develop 100 cities across the country making them citizen friendly and sustainable.
The strategic components of area-based development in the Smart Cities Mission are city
improvement (retrofitting), city renewal (redevelopment) and city extension (greenfield
development) plus a Pan-city initiative in which Smart Solutions are applied covering larger parts
of the city.
Financing Smart City Mission

GOI provides Rs.500 crore and matching contribution shall be made by ULBs. The other sources
for funding the SMART city project include:
 User Charges
 Public-Private Partnerships (PPPs)
 FFC recommendations (including land based instruments)
 Levy of vacant land tax be considered
 Conversion charges are collected at the time of land use conversion, e.g. from rural to
urban use, and from residential to commercial use - part of this can be shared by State
Governments with municipalities
 Betterment tax: States should prepare a clear framework of rules for the levy of
betterment tax
 Impact fees distinguish between differing impacts that buildings have on urban
infrastructure and are charged at the time of giving building permission - separate rates
for residential and commercial buildings
Page 12-14
 Floor Space Index (FSI) beyond a certain minimum which can be claimed as a right -
such charges can be pegged higher because they get associated with land costs and
the cost of developed property
 Tax Increment Financing: The cost of Smart City improvements is assessed to Property
Taxes by local bodies: – Revenues from increases in property tax are escrowed for a
defined period of time to finance new infra investments in the area – This would also
enhance accountability by linking expenditure with outcomes relevant to local residents
 Advertisement tax: two components - tax on hoardings and tax on advertisements on
buses, cars, lamp posts and compound walls - States may consider steps to empower
local bodies to impose this tax
 Entertainment tax: States should take action to increase its scope to cover more and
newer forms of entertainment
 Profession tax: Ceiling should be raised from Rs. 2,500 to Rs. 12,000 per annum.
 Municipal Bonds Borrowings
 Financial status of ULBs is such that they lack credit worthiness for using this
instrument
 Almost all Municipal Acts in India impose restrictions on the power of ULBs to borrow
funds, in terms of balancing their budgets and seek permission of the state
government before borrowing. These permissions are project-based and are granted
on an adhoc basis
 In the short term, pooled financing can be an alternative option through which ULBs
with poor financial health can access the market by sharing risks among number of
participating ULBs - Pooled Finance Development Fund
 Tax free municipal bonds can be a huge incentive. Gujarat (Ahmedabad), Tamil
Nadu (Chennai and Madurai) and Karnataka (Bangalore), Telangana (Hyderabad),
AP (Visakhapatnam) and Maharashtra (Nagpur and Nashik) have tried this.
 National Investment and Infrastructure Fund (NIIF)
 Convergence with other Government schemes
Page 12-15
Chapter-13
Institutional Issues
Chapter 13 - Institutional Measures

13.1 General
Urban transport in India is controlled by multiple institutions and the same is true for Pune
Metropolitan Region (PMR). PMR is governed by Pune Municipal Corporation (PMC), Pimpri-
Chinchwad Municipal Corporation (PCMC) and other local bodies.
In India, the responsibilities for policy making, planning, investment, operations and management
are divided among central, state/union territory and local government with the result that there is
no unity of command and coherent approach to various issues confronted by urban transport
sector. The institutional gaps in urban transport can be summarized as follows:
 Multiplicity of organizations and no co-ordination in planning and implementation of project:
Often, organizations work at cross purpose from narrow perspective of individual
organization. All departments related to urban transport work in isolation and do not
function in coherence. There should be a common platform/mechanism that will bring all
the organizations together
 Lack of coordination and exchange of information results in skewed priorities, budgets and
redundant work
 There is no common long term strategy for planning, implementation and finance of urban
transport projects
 No single apex agency regulating, facilitating and integrating operations of various
transport modes in the city
 Lack of institutional capacity as well as transport planning expertise; no or inadequate
experienced staff in transport planning
 No accountability in ownership, performance, maintenance of transportation infrastructure,
facilities and transport modes
 Lack of financial resources for capital expenditure for transport infrastructure; the user
charges are barely sufficient for operation and maintenance costs
 Lack of privatization strategy i.e., PPP initiatives
 No clear segregation between the planning and implementing bodies
 Lack of database and dissemination on urban transport
13.2 Existing Institutional Arrangement in Pune Urban Area (PMR)

The PMR civic administration is under multiple agencies. The responsibilities of civic bodies
include urban transport (roads, footpaths etc.,) and provision of urban services i.e., water supply,
sewerage, solid waste management, building, street lighting, managing public spaces etc. The
agencies also responsible for urban planning which includes preparation of development and its
implementation:
 PMC– Civic body for Pune Municipal Corporation
 PCMC– Civic body for Pimpri-Chinchwad Municipal Corporation
 Cantonment Board – Pune and Khadki Cantonment Boards are responsible for the civic
administration of the cantonment
1 Institutional Measures
Page 13-1
The agencies responsible for urban transport in OMR are described below:
 PMRDA – Preparation of spatial plans as well as planning and implementation of special
projects (Ring road, TP Schemes, Metro, etc.) in Pune Metropolitan Area
 Pimpri-Chinchwad New Town Development Authority (PCNTDA) - is responsible for peri-
urban areas and instrumental in developing urban housing and commercial infrastructure
for the rapidly growing population of the Pimpri-Chinchwad town.
 MIDC – Development of industrial areas and acts as a special planning authority; e.g.
Hinjewadi area is managed by MIDC
The list of agencies responsible for urban transport in PMR is described below:
 PMPML- planning and operation of city bus services in PMC, PCMC and surrounding
areas
 Maha Metro- Planning, Implementation and Operations of Metro in Pune
 RTO – Manage driving licensing, vehicle registrations, permits and route licensing
 Traffic Police –Traffic management and enforcement of traffic laws
 MSRTC- Interstate bus operations and maintenance of Bus stands/Depots
 Central Railways- Running Suburban rail services/Intercity Terminals
 PWD – Development and maintenance of State Highways/ MDR/ ODR
 MSRDC - Development and maintenance of State Highways/Way side amenities assigned
by State Government
 NHAI - Development and maintenance of National Highways
 State Pollution Control Board – Prescribe and monitor emission standards
Some of the organizations functions, roles and responsibilities are described below.
13.2.1 PMRDA
Pune Metropolitan Region Development Authority (PMRDA) is the Planning and Development
Authority for the Pune Metropolitan Region. The major functions of PMRDA are:
 Spatial planning to secure highest liveability index for the citizens of PMR
 To create a premium international investment destination
 To identify emerging sectors of the economy for sustainable economic growth for future
 To create a market based economy with a new governance model and establish PMR as a
growth engine for the country and the world
 To reinforce culture and heritage in the ecological and social strata of PMR
PMRDA is also planning and implementing special projects i.e. Ring road, TP Schemes, Metro
(PPP) and New Greenfield Airport.
13.2.2 Pimpri-Chinchwad New Town Development Authority (PCNTDA)

Pimpri-Chinchwad New Township Development Authority (PCNTDA) is one of the development
authorities of the Pune Metropolitan Region that is responsible for development of peri-urban
areas towards the north of PMR.
Page 13-2
The PCNTDA was established with a mandate to create Pimpri Chinchwad New Town. Towards
this objective, PCNTDA has been developing urban housing and commercial infrastructure for the
rapidly growing population of the Pimpri Chinchwad city. The PCNTDA was mandated by the
Government of Maharashtra to develop about 43 sq.km to house a population of about 5 lakh
citizens. It has till date acquired and developed about 10.8 sq.km. The area has been developed
in sectors comprising of housing and commercial uses. The civic amenities and urban
infrastructure has been provided by the PCNTDA.
13.2.3 MIDC
It is an industrial infrastructure development agency of Government of Maharashtra. The
objectives of MIDC are as follows:
 Set up industrial areas for planned and systematic industrial development.
 To function as a special planning authority in development of industrial areas
 “Prosperity to all through Industrialization” is the corporate Philosophy of MIDC
 Hinjewadi which is an IT Hub if the OMR is managed by MIDC
13.2.4 PMC and PCMC

PMC and PCMC are the civic bodies with multiple responsibilities. Among them, those related to
transport are as follows:
 Urban planning including town planning
 Regulation of land-use and construction of buildings
 Roads and bridges
 Traffic facilities, NMT and provision of public transport
 Publication of Environment Status Report (ESR) to disseminate information on
environmental aspects
13.2.5 PWD
Public Works Department looks after construction and maintenance of SH/MDR/ODR and
Building in the State.
13.2.6 MSRDC
MSRDC is a corporation established and fully owned by the Government of Maharashtra through
a resolution on 9th July, 1996 and has been incorporated as a limited company under the
Companies Act 1956 on 2nd August 1996.
MSRDC mainly deals with development of land, road projects, flyover projects, toll collection
rights and works assigned by the State Government which are under the control of the Public
Works Department. These have been subsequently transferred to MSRDC.
13.2.7 PMPML
PMPML is jointly owned by PMC and PCMC runs the city Bus Services in PMC, PCMC and
surrounding areas.
Page 13-3
13.2.8 Maha Metro

MAHA-METRO a Special Purpose Vehicle (SPV), a 50:50 jointly owned company of Government
of India and Government of Maharashtra. Its mandate is to implement metro projects in
Maharashtra state (outside Mumbai Metropolitan Region) including Pune Metro Rail Project
Phase-1.
13.2.9 Regional Transport Office (RTO)

Two RTO offices are responsible for issuing the vehicle licenses and permits in the study. They
are located in Pune (MH 12) and Pimpri Chinchwad (MH 14).
The major functions of RTO are as follows:

 To enforce the statutory provisions of Motor Vehicles Act & Rules made there under
 To collect revenue in the form of Taxes & fees from Motor Vehicles as per the provisions of
the law
The RTO is responsible for some of the following activities:
 Issuing driving license
 Registration of new vehicles
 Grant and renewal of permit
 Monitoring the pollution under control in motor vehicles
 Collection of vehicle tax
 Inspection of accident vehicles
 Creating awareness on Road Safety
 Providing transport facilities to the public through regular stage carriage services through
private operators (Shared Auto rickshaws)
13.2.10 Traffic Police

The traffic management is the responsibility of Traffic Police. The Traffic police are responsible
for enforcement of traffic laws and prosecution of violators.
13.2.11 State Pollution Control Board

Maharashtra Pollution Control Board (MPCB) is implementing various environmental legislations
in the state of Maharashtra, mainly including Water (Prevention and Control of Pollution) Act,
1974, Air (Prevention and Control of Pollution) Act, 1981, Water (Cess) Act, 1977.
Some of the important functions of MPCB are:
 To plan comprehensive program for the prevention, control or abatement of pollution and
secure executions thereof
 To collect and disseminate information relating to pollution and the prevention, control or
abatement thereof
 To inspect sewage or trade effluent treatment and disposal facilities, and air pollution
control systems and to review plans, specification or any other data relating to the
treatment plants, disposal systems and air pollution control systems in connection with the
consent granted.
Page 13-4
 Supporting and encouraging the developments in the fields of pollution control, waste
recycle reuse, eco-friendly practices etc.
 To educate and guide the entrepreneurs in improving environment by suggesting
appropriate pollution control technologies and techniques
 Creation of public awareness about the clean and healthy environment and attending the
public complaints regarding pollution
13.3 Suggested Institutional Improvements

The existing institutional arrangement in PMR reveals that there are multiple agencies
responsible for urban transport. A cursory look at the budget of the departments / agencies
responsible for traffic and transportation in PMR reveals that the investments are lagging behind
to meet the current and future travel demands. Further the resource mobilization capacity of the
agencies are inadequate to meet the future requirements especially capital expenditure on large
projects. The provision and improvements to traffic and transportation infrastructure require long
term funding strategies.
Implementation of CMP proposals is an opportunity to identify and strengthen the institutions
responsible for planning, development, operation and management of the transport system and
capacity building for effective implementation of urban transport projects.
In the current institutional arrangement, while multiplicity of organisations is unavoidable but
institutional setup can be improved by clear delineation of roles and responsibilities, better co-
ordination and strengthening the institutions with adequate technical and managerial staff. The
above issues underpin the need for a single agency to handle the traffic and transportation issues
and plan viable solutions. Hence there is a need to set up Unified Metropolitan Transport
Authority (UMTA) as recommended in the National Urban Transport Policy.
13.3.1 Unified Metropolitan Transport Authority at Metropolitan Area level

The National Urban Transport Policy has recommended setting up of Unified Urban Transport
Authorities (UMTA’s) in million plus cities. In the policy document it observed as follows:
“The current structure of governance for the transport sector is not equipped to deal with
problems of urban transport. These structures were put in place well before the problems of
urban transport began to surface in India and hence do not provide for the right co-ordination
mechanisms to deal with urban transport. The central government will therefore, recommend the
setting up of Unified Metropolitan transport Authorities (UMTA’s) in all million cities, to facilitate
more coordinated planning and implementation of urban transport programmes & projects
integrated management of urban transport systems, such Metropolitan Transport Authorities
would need statutory backing in order to be meaningful.
The central government would also encourage the setting up of professional bodies that have the
capacity to make scientific assessment of demand on various routes and contract services that
can be properly monitored. Toward this end, it would encourage the setting up of umbrella bodies
that regulate the overall performance of the public transport systems and ensure that the city has
a comprehensive public transport system. Such bodies would, inter-alia design networks and
routes, assess demand, contract services, monitor performance manage common facilities like
bus stations and terminals, etc. They would have representation from all the major operators and
stake holders”
Bearing in mind the National Urban Transport Policy and the recommendations in the Draft
Report of the Working Group for Urban Transport System for the 11th Plan, it would be necessary
Page 13-5
to create an Unified Metropolitan Transport Authority (UMTA) for the Pune Metropolitan Region
(PMR) which will function as an umbrella organization to coordinate the planning and
implementation of urban transport programmes and projects and provide an integrated
management structure.
Functions of UMTA
Functions of the UMTAs that have been established so far in India covered coordination and
integration of actions by various agencies. The UMTAs are performing the coordination activities
in a limited manner but functions related to integrating urban transport are often missing. Project
implementation and operation of transport services has been kept out of the scope of the UMTAs
that have been established. While functions are listed in the executive order or section of the Act
defining UMTA, in most cases these functions are not being carried out. This is mainly because
UMTA has no statutory power of its own to carry out its functions.
As regards the range of functions that could be assigned to UMTA, on one hand it may be
envisaged to carry out only limited function of integrated planning & coordination and made
responsible for functions covering integrated planning, consolidation of a multi-year programme of
activities and other aspects of coordination. Under this arrangement, the functional scope of
UMTA will have very limited power.
On the other hand, UMTA may be envisaged to carry out all Urban Transport Functions similar to
the Singapore LTA. These functions range from policy, planning, regulatory, finance,
implementation to operation & maintenance of all type of urban transport services. Under this
option, functional bandwidth of UMTA will be high and much more complex in nature. The full
functions of UMTA are presented in Figure 13-1.
Figure 13-1: Full Functions of UMTA
However, Implementation and O&M functions are not assigned for the proposed UMTA for PMR
considering the Indian context. The functions assigned to UMTA for PMR is presented Figure
13-2.
Page 13-6
Figure 13-2: Proposed Functions of UMTA for Pune Metropolitan Region (PMR)
Benefits of UMTA
UMTA facilitates coordination with agencies in urban transport by eliminating overlapping
function, ensures adequate provision of budget for all modes and integration of transport modes,
fare integration and research and awareness.
Legal basis of UMTA

NUTP recommends that UMTA shall be set up by following the Act. However, the setting up of
UMTA should be backed by an Act, only few cities such as Chennai, Hyderabad, & Delhi
(UTTIPEC) fulfil this requirement. While UMTA in Chennai has been established through Special
Enactment, UMTA in Hyderabad has been established under the provision of the Hyderabad
Metropolitan Development Authority (HMDA) Act.
Similarly, UTTIPEC in Delhi, which acts like UMTA, is established under provisions of the DDA
Act. All other UMTAs have been set up through an executive order. An executive order is quite
suitable for the purposes of establishing a coordinating committee. However if UMTA is to be a
statutory authority like the development authorities, it will need a special Act.
Proposed Composition of UMTA for PMR

Considering the proximity of PMR to Mumbai and scale of development, there is a need to have a
higher composition of UMTA with representation from the stake holding departments / agencies
and experts from traffic and transportation sector. The composition suggested is presented in
Figure 13-3.
Page 13-7
• Chief Secretary, Chairman

• Secretary to Govt. Urban Development Department, Vice Chairman
MEMBERS
• Secretary to Govt, Housing
• Transport Commissioner, Motor Vehicles Department
• Secretary to Govt, PWD
• Metropolitan Commissioner PMRDA (Member Convener)
• Mayor, PMC
• Mayor, PCMC
• Commissioner, PMC
• Commissioner, PCMC
• Commissioner of Police, Pune
• Managing Director, PMPML
• Managing Director, MAHA Metro
• Managing Director, MSRTC
SPECIAL INVITEES
• Representative from Pune, Khadki and Dehu Cantonments
• Representative from Railways
• Representative from NHAI
• Representative from AAI
ESSENTIAL INVITEES
• Experts from Urban Transport including NMT, Public Transport, Finance, Law
Figure 13-3: Proposed Composition of UMTA

In view of above, PMRDA will act as a secretariat to UMTA which will assist UMTA in its day to
day function. PMRDA needs to be strengthened by subject experts in urban transport policy,
strategic planning, finance and Law by technical experts. The Traffic & Communication Division
shall be created within PMRDA covering Bus Transport (including BRTS), Metro rail and
Suburban Rail and Feeder Bus Services.
UMTA may also be assisted by several committees for various sub sectors of Traffic and
Transportation such as, non-motorized transport, parking, public transport etc., which assist
UMTA, the matters related to policy and implementation.
Transport and Communication Division within PMRDA
PMRDA is responsible for planning for entire PMR area. Currently PMRDA has a engineering
division but no transport planning division. Transport planning is a specialized subject and
therefore, there is a need to set up a separate division within PMRDA manned by experienced
transport planners. It should setup Transport Communication Division on the similar lines of
MMRDA.
Page 13-8
There is a need for recruiting technical staff to strengthen the transport planning aspects:
 Transport Planner
 Public Transport Planner
 PPP Expert / Financial Analyst
PMRDA should recruit technical advisors. Regular technical training and awareness programs
shall be organized for the staff. Within the division one technical support team to traffic police
shall be created. It will act as a bridge between police and subject experts on traffic management.
Data collected through surveillance cameras and studies can be utilized for managing the traffic.
Some of the traffic management measures may require pilot projects which will bring out
effectiveness of traffic management schemes and help in improving the schemes.
One support team should work on ITS applications for traffic management and dissemination of
information to general public. Exchange programs with other cities shall be organized. The
division will also do foundation work on PPP. Government has limitations in providing adequate
funds for implementation of various urban transport projects and encouraging PPP is critical to
bring in funding and leverage efficiency of private sector. It can plan and evaluate various NMT
and public transport projects as well as multi-modal integration. It can collect transport related
information on a regular basis from various agencies to maintain a database which could be
disseminated and further used publishing annual statistics.
This division should also create material for public awareness. At present, the budget for
dissemination of information and public education on various transport issues are negligible or nil.
This division will act as a technical backbone to UMTA.
Transport Planning Division within PMC and PCMC

As discussed above, PMC and PCMC should also have transport planning division staffed with
experienced transport planners.
MIDC planning division should work closely with PMRDA. It is suggested that PNTDA shall be
merged with PMRDA as both functions overlap.
Page 13-9
Chapter-14
Implementation Plan
Chapter 14 - Implementation Plan

Urban mobility measures are categorised into set of actionable projects to be implemented in the
city and prioritised based on a linear timeframe.
14.1 Short, Medium and Long Term Proposals

All sustainable transport projects must have equal priority, but their planning can be phased
based on short, medium and long-term planning based on usefulness of the projects.
Immediate and short-term measures (0-5 years) are aimed at improving the safety and
accessibility of pedestrians, cyclists and public transport users, area level traffic circulation plans
and measures like implementing traffic signals.
Medium-term measures (5-10 years) involve corridor-level projects such as implementing cycle
tracks and mass-transit corridors, city level initiatives like public transport fleet improvement and
efficient scheduling, developing area level cycle networks and Public Bicycle Sharing (PBS)
schemes, road development proposals such as ring and radial roads, parking policy
development and implementation in the city. They are primarily aimed at halting the decrease in
the city’s public transport and non-motorised transport mode shares.
Long-term measures (more than 10 years) include implementing the overall vision of the CMP.
This includes developing city-level networks for walking and cycling, bus systems, mass-transit
networks, parking regulation measures and pricing strategies as a demand management tool,
improving the overall road network to provide adequate accessibility for existing developed areas
and new ones as the city grows, centralised control measures for traffic signal systems and public
transport operations.
Accordingly, long term, medium term and short term proposals for Study area are shown in the
Table 14-1.
Table 14-1 Short, Medium and Long Term Improvements
Immediate/Short Term Medium Term
Long Term Improvements
Improvements Improvements
 Junction Improvements  Off Street Parking
 Traffic Management Development
Schemes  Intermodal stations
 Pedestrian facilities i.e.  Multi-modal hubs
footpath, FOB, subway  Bus fleet augmentation
etc.  Redevelopment of City  Multi-modal hubs
 Signages and Markings Bus Terminus  Metro
 Street Lighting  Redevelopment of  BRT
 Cycle tracks Raliway Stations and  Ring Road
 PBS Inter-city Bus Terminals  Bypass Rail line
 Off-street parking facilities  Rail Over Bridges (ROB)  Augmentation of
 On-street parking  Truck Terminals Suburban Rail
management  Road Development  ITS
 Bus fleet augmentation Proposals including
 Corridor widening, New roads
Improvements/Mobility  Flyovers
Corridors  ITS
 ITS  River Bridges
Implementation Plan
Page 14-1
14.2 Phasing of Projects

The phasing of projects has been done using the following criteria:
 Travel demand
 Optimisation of existing infrastructure & facilities
 Benefits measured in terms of mobility and accessibility, safety, energy, environment and
pollution mitigation
 Availability of Budgets for implementation
 Overall cost of the proposals
The details of the phasing of CMP proposals are presented in Cost Estimation Chapter. The
projects have been divided into two phases:
 Phase-I: 2018-2028
 Phase-II: 2028-2038
14.3 Implementing Agencies

Based on roles and responsibilities of various institutions, the agencies responsible for
implementing the proposed projects in the CMP are given in Table 14-2.
Table 14-2 Details of Implementing Agencies
No. Implementation Projects

Agency
Road development
HCMTR
Junction Improvements
Footpaths, FOB, Subways
Traffic Signals
Grade Separators
1 PMC/ PCMC Road Marking & Signage
Bus Stops & Bus Terminals
Off-Street Parking facilities
PBS
Street lights
Area Pedestrianisation
Road development,
Footpaths,
2 PWD/MSRDC/NHAI Grade Separators, FOB, Subways
Road Marking & Signage
Wayside Amenities
Ring Road
Road network in TP Schemes
3 PMRDA Metro Corridors (on PPP basis)
Truck Terminals
Implementation Plan
Page 14-2
No. Implementation Projects

Agency
Pune Metro (Maha
4 Planning, Implementation and Operation of Pune Metro
Metro)
Traffic Signals
Traffic Management Schemes including
5 Traffic Police
pedestrianisation
Enforcement of traffic rules
Bus Operations (route operations and fleet procurement)
6 PMPML City Bus Terminals
ITS for Bus Operations
7 MSRTC Inter-city Bus Terminals
Quadrupling of Railway line from Lonavala to Pune
8 Central Railways/ MVRC Bypass Railway line
Multi-modal Logistic hubs
Some of the proposals like Bypass railway line, multi-modal hubs etc., may require joint funding
of Railways, State Government and Local bodies.
Implementation Plan
Page 14-3
Annexure 2-1
Zone-wise Population of Study Area for the Base Year
(2018)
Annexure 2.1 - Zone-wise Population of Study Area for Base Year (2018)
Zone No. Population Zone No. Population Zone No. Population

1 18,729 48 16,526 95 50,349
2 18,621 49 15,668 96 20,924
3 15,242 50 18,758 97 26,041
4 22,616 51 20,009 98 24,606
5 16,966 52 50,768 99 32,819
6 18,962 53 36,279 100 13,839
7 15,926 54 22,280 101 34,724
8 32,505 55 16,595 102 31,239
9 20,056 56 30,122 103 37,657
10 16,558 57 26,293 104 34,883
11 17,391 58 16,224 105 22,548
12 22,762 59 19,162 106 20,288
13 20,311 60 36,410 107 15,038
14 21,118 61 16,925 108 19,704
15 18,217 62 19,374 109 14,729
16 18,291 63 16,178 110 12,709
17 18,931 64 22,468 111 14,315
18 20,048 65 32,306 112 12,724
19 15,691 66 20,304 113 19,807
20 14,932 67 23,765 114 22,732
21 17,870 68 15,876 115 28,743
22 12,613 69 19,031 116 17,284
23 20,692 70 16,620 117 66,250
24 22,992 71 15,909 118 31,276
25 51,117 72 24,105 119 34,391
26 29,379 73 15,080 120 36,326
27 32,338 74 16,730 121 25,236
28 27,814 75 17,700 122 30,745
29 46,585 76 13,900 123 30,469
30 46,959 77 15,208 124 18,331
31 27,562 78 18,461 125 18,655
32 14,541 79 17,042 126 17,456
33 15,776 80 22,740 127 28,159
34 18,315 81 14,842 128 34,487
35 32,167 82 20,758 129 40,090
36 54,808 83 15,806 130 68,379
37 62,866 84 18,180 131 49,160
38 38,037 85 15,500 132 33,256
39 34,219 86 12,920 133 35,197
40 10,903 87 17,516 134 27,117
41 19,061 88 18,041 135 53,395
42 19,840 89 15,751 136 55,101
43 16,397 90 15,492 137 43,016
44 15,487 91 61,971 138 25,204
45 16,303 92 20,287 139 34,238
46 23,132 93 42,230 140 32,999
47 21,958 94 15,113 141 53,864
Annexure 2-1
Annexure 2.1 - Zone-wise Population of Study Area for Base Year (2018)
Zone No. Population Zone No. Population Zone No. Population

142 35,221 192 22,236 242 26,388
143 23,162 193 20,002 243 10,338
144 62,291 194 20,085 244 24,951
145 71,781 195 17,474 245 9,657
146 74,877 196 18,943 246 45,410
147 28,331 197 30,309 247 45,920
148 32,886 198 33,256 248 40,306
149 38,270 199 54,031 249 46,233
150 17,970 200 72,669 250 11,489
151 18,217 201 43,455 251 14,129
152 17,276 202 43,423 252 15,420
153 24,683 203 42,417 253 30,080
154 22,204 204 85,751 254 23,064
155 25,267 205 33,759 255 29,967
156 60,077 206 36,165 256 14,806
157 72,626 207 86,029 257 16,215
158 26,838 208 22,164 258 22,864
159 11,326 209 18,736 259 11,646
160 54,531 210 28,299 260 15,184
161 36,252 211 52,302 261 14,506
162 18,300 212 12,982 262 7,763
163 29,878 213 15,988 263 17,333
164 41,957 214 19,754 264 69,507
165 21,211 215 18,916 265 10,344
166 33,482 216 22,691 266 8,338
167 26,076 217 10,665 267 42,446
168 88,809 218 9,542 268 3,472
169 53,775 219 6,883 269 Military Area
170 69,081 220 15,515 270 Military Area
171 27,998 221 11,250 271 17,230
172 20,022 222 12,511 272 21,312
173 29,489 223 19,289 273 12,125
174 24,482 224 13,459 274 21,563
175 19,684 225 9,601 275 29,441
176 21,532 226 15,808 276 20,070
177 49,686 227 12,117 277 19,042
178 18,602 228 16,688 278 17,131
179 44,570 229 19,198 279 15,534
180 29,464 230 9,342 280 25,314
181 76,172 231 22,173 281 25,975
182 33,392 232 17,383 282 59,135
183 28,549 233 15,423 283 6,064
184 19,468 234 14,082 284 16,103
185 25,571 235 17,328 285 40,316
186 25,098 236 11,555 286 5,846
187 66,148 237 6,419 287 11,217
188 63,129 238 19,482 288 9,802
189 19,108 239 39,509 289 14,019
190 16,345 240 96,099 Total 7,737,973
191 16,492 241 4,822
Annexure 2-1
Annexure 2-2
Zone-wise Employment of Study Area for the Base Year
(2018)
Annexure 2.2 - Zone-wise Employment of Study Area for Base Year (2018)
Zone No. Employment Zone No. Employment Zone No. Employment

1 2,507 48 6,605 95 31,161
2 2,608 49 3,955 96 8,115
3 3,466 50 7,717 97 9,547
4 2,888 51 12,340 98 12,196
5 3,859 52 10,522 99 5,302
6 5,059 53 4,898 100 7,495
7 7,290 54 10,852 101 8,651
8 13,901 55 17,547 102 21,401
9 7,472 56 9,055 103 14,071
10 4,674 57 5,555 104 18,895
11 6,802 58 6,613 105 9,837
12 5,915 59 8,166 106 5,486
13 8,911 60 18,747 107 11,109
14 6,721 61 2,479 108 8,033
15 3,349 62 27,119 109 22,869
16 5,328 63 8,914 110 9,541
17 4,498 64 16,226 111 10,443
18 5,500 65 3,430 112 12,741
19 11,507 66 5,042 113 8,452
20 2,878 67 8,282 114 9,037
21 12,279 68 14,687 115 8,138
22 9,420 69 3,727 116 6,047
23 14,490 70 2,411 117 13,454
24 11,405 71 5,169 118 6,713
25 19,744 72 13,560 119 7,205
26 7,903 73 6,240 120 5,646
27 6,185 74 4,394 121 6,158
28 10,465 75 5,828 122 8,484
29 12,753 76 1,996 123 5,221
30 21,270 77 3,426 124 2,393
31 5,605 78 3,448 125 3,504
32 15,040 79 13,053 126 9,932
33 4,746 80 7,140 127 11,057
34 9,756 81 4,022 128 12,607
35 6,577 82 6,946 129 13,752
36 13,820 83 5,456 130 37,021
37 6,725 84 5,280 131 26,842
38 17,493 85 11,786 132 13,788
39 6,109 86 7,256 133 14,314
40 15,241 87 19,981 134 6,714
41 5,143 88 26,690 135 18,516
42 4,699 89 9,914 136 13,625
43 5,030 90 5,053 137 32,748
44 3,342 91 25,160 138 8,163
45 20,011 92 4,817 139 12,174
46 7,402 93 11,916 140 10,602
47 7,547 94 5,834 141 39,615
Annexure 2-2
Annexure 2.2 - Zone-wise Employment of Study Area for Base Year (2018)
Zone No. Employment Zone No. Employment Zone No. Employment

142 13,200 192 15,358 242 5,316
143 8,335 193 12,163 243 1,311
144 12,396 194 31,821 244 4,313
145 27,743 195 12,456 245 1,717
146 32,494 196 4,100 246 12,490
147 11,561 197 8,858 247 37,678
148 4,929 198 11,361 248 12,664
149 11,299 199 13,318 249 9,803
150 7,492 200 11,648 250 1,457
151 4,923 201 9,452 251 9,016
152 12,309 202 7,914 252 3,761
153 4,619 203 9,549 253 14,980
154 16,320 204 16,492 254 54,484
155 4,224 205 12,276 255 32,864
156 9,429 206 11,404 256 3,355
157 12,171 207 23,531 257 7,310
158 8,948 208 8,027 258 4,869
159 2,211 209 7,857 259 3,775
160 12,083 210 4,847 260 23,600
161 5,664 211 18,912 261 7,094
162 3,788 212 1,646 262 6,075
163 7,905 213 2,027 263 3,511
164 6,576 214 4,804 264 22,114
165 15,763 215 6,832 265 1,312
166 12,255 216 8,953 266 2,042
167 5,996 217 1,516 267 10,472
168 10,624 218 1,210 268 1,426
169 8,736 219 1,529 269 Military Area
170 13,966 220 2,788 270 Military Area
171 4,035 221 2,412 271 100,000
172 5,058 222 1,915 272 39,320
173 6,077 223 2,610 273 5,478
174 6,666 224 2,856 274 11,108
175 5,384 225 1,546 275 4,882
176 7,365 226 2,661 276 6,157
177 10,710 227 2,357 277 4,221
178 7,233 228 2,609 278 2,336
179 7,562 229 4,569 279 2,626
180 13,708 230 4,304 280 6,494
181 17,000 231 13,156 281 3,458
182 14,530 232 150,000 282 35,577
183 12,323 233 32,826 283 769
184 4,885 234 9,175 284 5,818
185 13,503 235 13,199 285 7,411
186 7,151 236 2,122 286 2,547
187 50,944 237 814 287 4,378
188 15,054 238 32,027 288 1,571
189 4,858 239 6,980 289 1,942
190 16,977 240 26,142 Total 3,111,246
191 6,416 241 611
Annexure 2-2
Annexure 2.2 - Zone-wise Number of Households in Study Area for Base Year (2018)
Zone No. No of HHs Zone No. No of HHs Zone No. No of HHs

1 4,158 48 4,381 95 11,517
2 3,963 49 3,493 96 4,798
3 4,265 50 4,501 97 6,743
4 6,031 51 4,710 98 5,575
5 4,232 52 10,709 99 6,961
6 4,523 53 7,545 100 3,996
7 3,846 54 5,733 101 6,690
8 8,455 55 3,807 102 5,655
9 5,446 56 6,698 103 7,144
10 3,772 57 5,904 104 6,655
11 4,015 58 4,359 105 5,295
12 5,678 59 4,000 106 4,619
13 5,145 60 7,270 107 3,628
14 5,160 61 4,170 108 4,105
15 4,849 62 4,429 109 3,865
16 4,900 63 3,927 110 3,661
17 5,405 64 5,983 111 4,282
18 4,868 65 8,139 112 3,197
19 4,166 66 5,977 113 4,611
20 3,840 67 6,263 114 4,940
21 3,851 68 3,685 115 6,215
22 3,745 69 4,342 116 4,467
23 3,831 70 4,492 117 11,839
24 5,853 71 3,548 118 6,720
25 11,619 72 4,973 119 5,937
26 6,469 73 3,829 120 8,870
27 6,816 74 4,248 121 5,046
28 6,728 75 3,861 122 7,079
29 10,122 76 3,472 123 7,291
30 9,223 77 3,390 124 4,086
31 6,932 78 4,221 125 4,282
32 3,509 79 4,603 126 4,090
33 3,948 80 4,805 127 6,710
34 4,011 81 3,181 128 8,050
35 6,939 82 4,346 129 8,310
36 11,251 83 3,646 130 11,594
37 12,833 84 4,393 131 10,219
38 11,558 85 2,916 132 7,355
39 9,996 86 3,192 133 6,681
40 3,106 87 3,618 134 6,626
41 5,170 88 3,938 135 10,872
42 4,851 89 3,404 136 12,569
43 4,036 90 3,605 137 9,927
44 3,516 91 11,001 138 5,078
45 4,113 92 4,659 139 6,743
46 5,077 93 8,903 140 7,688
47 5,301 94 3,646 141 12,479
Annexure 2‐3
Annexure 2.2 - Zone-wise Number of Households in Study Area for Base Year (2018)
Zone No. No of HHs Zone No. No of HHs Zone No. No of HHs

142 7,937 192 7,118 242 5,855
143 6,120 193 5,038 243 2,189
144 11,307 194 4,892 244 5,002
145 17,106 195 5,555 245 2,515
146 18,425 196 6,022 246 9,572
147 9,326 197 7,635 247 8,705
148 8,284 198 10,282 248 7,448
149 9,016 199 13,161 249 8,543
150 4,377 200 15,501 250 2,123
151 5,831 201 10,946 251 2,611
152 4,985 202 8,964 252 2,849
153 6,883 203 12,240 253 5,561
154 4,736 204 18,292 254 4,205
155 8,088 205 9,414 255 5,684
156 15,133 206 7,466 256 2,682
157 15,492 207 17,759 257 2,956
158 6,993 208 5,221 258 4,339
159 3,728 209 4,881 259 2,462
160 12,846 210 7,345 260 2,714
161 11,604 211 14,666 261 4,460
162 5,982 212 3,151 262 1,949
163 9,238 213 3,581 263 3,795
164 12,531 214 4,267 264 14,673
165 4,676 215 3,867 265 1,917
166 7,142 216 4,603 266 1,326
167 8,062 217 2,558 267 7,791
168 18,944 218 1,980 268 826
169 11,471 219 1,581 269 Military Area
170 14,736 220 3,550 270 Military Area
171 8,962 221 2,477 271 3,685
172 5,778 222 2,822 272 2,979
173 7,183 223 3,872 273 2,768
174 6,378 224 2,659 274 2,458
175 5,680 225 1,995 275 5,037
176 6,893 226 3,353 276 3,521
177 10,598 227 2,598 277 3,410
178 5,556 228 3,223 278 4,002
179 9,507 229 2,659 279 2,392
180 7,177 230 1,459 280 3,270
181 16,248 231 3,611 281 3,290
182 8,134 232 3,310 282 10,689
183 9,139 233 2,947 283 1,200
184 6,124 234 2,536 284 2,519
185 7,131 235 2,475 285 8,874
186 8,034 236 4,304 286 2,180
187 15,583 237 1,379 287 2,417
188 15,377 238 3,722 288 2,156
189 6,117 239 8,819 289 2,716
190 3,981 240 17,176 Total 1,765,958
191 5,279 241 1,055
Annexure 2‐3
Annexure 2-3
Prominent Education and Research Centers in Pune
Prominent Educational and Research Centers in Pune

Pune is home to some of India's important research institutes. Some of the major research
centers are:
 National Chemical Laboratory (NCL)

 National Institute of Virology (NIV)
 National Informatics Centre (NIC)
 Indian Institute of Science Education and Research (IISER)
 Indian Institute of Meteorology (IITM)
 High Energy Materials Research Laboratory (HEMRL)
 Army Institute of Technology (AIT)
 Defence Research and Development Authority
 National Institute of Construction Management and Research (NICMAR)
 Central Institute of Road Transport (CIRT)
 Agharkar Research Institute (ARI)
 Armament Research Development Establishment (ARDE)
 Army Institute of Technology (AIT)
 Automotive Research Association of India (ARAI)
 Bhandarkar Oriental Research Institute (BORI)
 Central Water and Power Research Station (CW&PRS)
 Centre for Development of Advanced Computing (C-DAC)
 Defence Research and Development Organization (DRDO)
 Defence Institute of Advanced Technology (DIAT)
 National Defence Academy (NDA)
 Gokhale Institute of Politics and Economics
 High Energy Materials Research Laboratory (HEMRL)
 Indian Institute of Science Education and Research, Pune (IISER, Pune)
 Indian Institute of Tropical Meteorology (IITM)
 Inter-university Centre for Astronomy & Astrophysics (IUCAA)
 National Centre for Cell Science (NCCS)
 National Centre for Radio Astrophysics (NCRA)
 National Institute of Bank Management (NIBM)
 National School of Leadership (NSL)
Annexure 2-4
Annexure 2-4
Details of PMPML Routes
Details of PMPML Routes

Income EPK
Route No of Cancelled Operated expected Load
Route No Origin Destination Trips Depot Planned Km inclusive of Inclusive
Distance Buses Km Km EPK factor %
passes of passes
3 Swargate Pune Station 7.50 1 20 Swargate 4650.00 875.00 3775 101454 26.88 66.67 40
5 Swargate Pune Station 5.45 5 140 Swargate 23653.00 8838.00 14815 869868 52.72 110.09 53
10 Swargate Keshav Nagar 15.00 4 54 Swargate 25110.00 7677.05 17433 801328 45.97 80.00 57
12 Upper Depot Nigdi 30.05 7 56 Swargate 52166.00 21723.30 30444 1633455 53.66 79.87 67
Shivaji Nagar
13 Upper Depot
Station 10.00 13 207 Swargate 64492.40 20241.70 44251 3152483 71.24 120.00 59
14 BRT Dhayari Maruti Mandir Wagholi
31.60 10 90 Swargate 78368.00 38599.60 39768 2302030 57.89 75.95 76
15 Swargate Wagholi 21.40 10 120 Swargate 76656.80 54979.15 21678 829099 38.25 70.09 55
Narhegaon(Ambe
17 Shaniwarwada
gaon) 13.60 6 82 Swargate 32804.20 6325.50 26479 1596949 60.31 90.91 66
20 Sahkar Nagar M.Housing Board
16.60 1 8 Swargate 3298.40 79.95 3218 98088 30.48 54.22 56
21 Swargate Sangavi 14.85 10 140 Swargate 63621.30 20493.05 43128 2305103 53.45 80.81 66
21 Swargate Pimplenilakh 15.10 1 12 Swargate 5617.20 179.80 5437 237936 43.76 99.34 44
Shivaji Nagar,
22 Khandoba Mandir
Mandai 10.80 7 112 Swargate 33938.80 10595.80 23343 1254888 53.76 92.59 58
29 BRT Swargate Vishrantwadi 12.60 4 48 Swargate 18748.80 0.00 88108 4698393 53.33 95.24 56
29 BRT Swargate Alandi 25.30 18 216 Swargate 155871.10 119112.10 36759 2043782 55.60 83.00 67
46 BRT Swargate Dhanori/Lohgaon
20.70 1 12 Swargate 7700.40 1533.80 6167 201658 32.70 86.96 38
47 Shaniwarwada Sanaswadi 17.70 1 10 Swargate 5208.00 0.00 5223 235035 45.00 101.69 44
50 Shaniwarwada Sinhgad Paytha 24.80 5 62 Swargate 44788.80 2338.80 42450 1655598 39.00 72.58 54
Khanapur/Wardad
52 Swargate
e/Osade Phata
23.20 8 88 Swargate 66033.10 9676.15 56357 2046455 36.31 90.52 40
55 AnandNagar/Suncity M.Phule Mandai
7.80 2 44 Swargate 10527.60 1107.40 9420 493829 52.21 96.15 54
Wadgaon
56 M.Phule Mandai
Bu./Dattawadi 9.40 3 60 Swargate 17037.60 6709.80 10328 567376 54.94 79.79 69
57 Pune Station Wadgaon Bu. 12.30 2 31 Swargate 11115.05 5254.60 5860 299228 51.06 97.56 52
58 Shanipar Gokhale Nagar 5.60 3 84 Swargate 14582.40 3218.90 11364 552273 48.60 107.14 45
59 Shanipar Niljyoti Soc. 6.20 3 84 Swargate 16144.80 3909.20 12236 617484 50.47 145.16 35
61 Swargate Nasrapur 32.00 1 10 Swargate 9920.00 363.95 9556 281811 29.49 75.00 39
Miranagar/Kalyani
63 Swargate
Nagar 11.50 3 40 Swargate 14260.00 1568.90 12691 467778 36.86 104.35 35
64 Swargate Warje Malwadi 10.00 2 32 Swargate 9920.00 584.40 9336 46758 50.08 120.00 42
67 BRT Swargate Kharadi 17.20 4 48 Swargate 25593.60 7500.60 18093 1029503 56.90 87.21 65
88 Swargate Hinjwadi Phase-3
28.40 4 32 Swargate 28172.80 10168.05 18005 645681 35.86 42.25 85
89 Katraj Niljyoti Society 13.60 3 42 Swargate 16572.60 5916.60 10656 564105 52094.00 66.18 80
Gokhale
90 Katraj Nagar/Pandav
nagar 13.40 4 56 Swargate 22382.00 7478.20 14904 865369 58.06 67.16 86
117 Swargate Dhayarigaon/DSK
12.20 16 290 Swargate 110744.40 33620.90 77124 3749598 48.62 98.36 49
Wadgaon
118 Swargate Bu./nanded/Venut
ai College 7.00 7 138 Swargate 35805.00 0.00 38351 1747257 45.56 171.43 27
141 Khandoba Mandir Pune Station 11.90 1 19 Swargate 6325.55 2915.55 3410 130159 38.17 100.84 38
164 BRT Swargate Viman Nagar 15.50 1 14 Swargate 6727.00 287.00 6440 270330 41.98 96.77 43
179 Swargate Wadachi Wadi 14.20 1 8 Swargate 3521.60 1235.40 2286 75806 33.16 84.51 39
Satav nagar
186 Swargate
(JSPMS College) 13.30 1 16 Swargate 6596.80 283.10 6314 243378 38.55 90.23 43
194 Swargate Undri Gaon 15.20 4 48 Swargate 22617.60 13321.10 9297 318791 34.29 78.95 43
207 Swargate Saswad 32.70 5 48 Swargate 48657.60 9528.60 39129 1729183 44.19 64.22 69
Chintamani
215 Swargate
Dhnyanpith 7.50 3 60 Swargate 14632.00 1474.50 13158 693856 52.73 100.00 53
Kondhanpur/Kalya
292 Swargate
n/Rahatwade 29.00 7 82 Swargate 75522.20 0.00 78016 2689667 34.48 82.76 42
Dhayari Maruti
Rainbow 1 Hadapsar
Mandir 21.70 6 72 Swargate 40362.00 10668.00 29694 1464479 49.32 61.12 71
Shuttle 1 Shaniwarwada DSK Vishwa 13.60 1 12 Swargate 4991.00 4958.20 33 2031 61.91 110.29 56
300 Masik Karar 0.00 5 11 Swargate 3305.00 0.00 4398 208034 47.30 0.00 0
Maha Nagar Palika
36 BRT Chinchwad gaon
Bhavan 17.10 11 176 Natawadi 93297.60 27538.60 65759 3684476 56.03 87.70 64
37 Sahkar Nagar Natawadi 7.00 3 52 Natawadi 11284.00 137.80 11146 529443 47.50 85.71 55
Dhayari Maruti
51 Shivaji Nagar Station
Mandir/DSK 13.20 3 44 Natawadi 18004.80 3769.90 14235 769084 54.03 90.91 59
87 Deccan Gymkhana Sutarwadi 12.00 4 72 Natawadi 26846.00 1972.60 24873 1028961 41.37 100.00 41
Maha Nagar Palika Hinjewadi Man-
100 BRT
Bhavan Phase 3 26.40 12 144 Natawadi 117849.60 31271.70 86578 4307022 49.75 79.55 63
104 Deccan Gymkhana Dhayari Gaon/DSK
15.40 2 22 Natawadi 10502.80 600.90 9902 473935 47.86 97.40 49
Maha Nagar Palika Maha Nagar Palika
109
Bhavan, Circle Bhavan 21.00 8 72 Natawadi 46872.00 4824.60 42047 2236944 53.20 85.71 62
Maha Nagar Palika Maha Nagar Palika
110
Bhavan, Circle Bhavan 21.00 8 72 Natawadi 46872.00 3353.80 43518 2238381 51.44 85.71 60
113 A.B. Chowk Sangawi 10.90 7 154 Swargate 52036.60 9418.80 42618 2164260 50.78 110.09 46
Pimpleguraw,
113 A.B. Chowk
Gangurde Nagar 13.30 3 54 Swargate 22264.20 3570.00 18694 898430 48.06 112.78 43
Pimpleguraw
113 A.B. Chowk
(Mayurnagari) 13.30 1 8 Swargate 718.20 0.00 1675 75707 45.19 90.23 50
Maha Nagar Palika
116 Khadaki Bazar
Bhavan 10.80 3 40 Natawadi 13392.00 933.40 12459 430536 34.56 111.11 31
Maha Nagar Palika
119 BRT Aalandi Darshan
Bhavan 21.80 10 118 Natawadi 79744.40 4350.70 75394 3528365 46.80 82.57 57
Annexure 2-5
Maha Nagar Palika Nigdi/Bhakti

123
Bhavan Shakti 20.10 2 32 Natawadi 19939.20 4707.10 15232 675434 44.34 89.55 50
125 Bopkhel Sangawi 13.10 3 54 Natawadi 24161.40 2544.20 21617 834540 38.61 91.60 42
126 Pimpale Nilakh Vishrantwadi 16.20 5 84 Natawadi 41245.50 2196.10 39049 1546313 39.60 92.59 43
Maha Nagar Palika Bopkhel Via Mula
128
Bhavan Road 19.10 1 12 Natawadi 7105.20 161.80 6943 222921 32.11 78.53 41
Maha Nagar Palika
132 BRT Sgubham Society
Bhavan 11.10 6 108 Natawadi 37162.80 6751.80 30411 1572733 51.72 108.11 48
Maha Nagar Palika
133 BRT Anand Park
Bhavan 12.80 6 96 Natawadi 38167.20 0.00 41266 2337375 56.64 117.19 48
Maha Nagar Palika Wadgaon Sheri
134 BRT
Bhavan Via Anand Park 14.80 1 16 Natawadi 7340.80 6344.00 997 50572 50.73 101.35 50
Maha Nagar Palika
135 BRT Sainath Nagar
Bhavan 14.00 6 96 Natawadi 41664.00 11994.00 29670 1744919 58.81 107.14 55
Maha Nagar Palika Lohgaon (Via
152 BRT
Bhavan Dhanori) 15.30 8 130 Natawadi 61001.80 8241.80 52760 2161248 40.96 98.04 42
Maha Nagar Palika
158 Lohgaon
Bhavan 13.50 9 150 Natawadi 64188.60 4794.60 59394 694864 11.70 111.11 11
Talegaon
159 B.R.T. M.N.P. Bhavan 18
dhamdhere 40.50 144.00 Nata Vadi 180792.00 0.00 192025 9451616.00 49.22 74.07 66.00
159 B.R.T. M.N.P. Bhavan Pabal Fata 40.80 6 48.00 Nata Vadi 60710.40 51203.40 9507 531591.00 55.92 51.47 109.00
159 B.R.T. M.N.P. Bhavan Koregaon bhima 29.00 2 24.00 Nata Vadi 18922.40 6977.40 11945 521616.00 43.67 93.10 47.00
159 B.R.T. M.N.P. Bhavan Wadgaon sheri 11.10 13 234.00 Nata Vadi 80519.40 26818.20 53701 3025272.00 56.34 108.11 52.00
Keshavnagar
168 M.N.P. Bhavan (through 7
Ghorpadi) 11.60 112.00 Nata Vadi 40275.20 3795.70 36480 1722465.00 47.22 103.45 46.00
Mundva(Through
169 M.N.P. Bhavan 7
Koregaon Park)
12.00 112.00 Nata Vadi 41664.00 3885.00 37779 1919168.00 50.80 100.00 51.00
Hadapsar(Through
175 M.N.P. Bhavan 2
Jahangir Nagar)
16.00 28.00 Nata Vadi 13888.00 1854.50 12034 448611.00 37.28 93.75 40.00
181 Nata Vadi Kondhwa Khurd 11.50 4 64.00 Nata Vadi 23913.40 1331.40 22582 989142.00 43.80 130.43 34.00
234 B.R.T. M.N.P. Bhavan Kharadi 14.00 6 96.00 Nata Vadi 41664.00 10713.50 30951 1832137.00 59.20 107.14 55.00
264 Nata Vadi Wahul Gaon 38.90 1 6.00 Nata Vadi 7235.40 0.00 7323 243558.00 33.26 61.70 54.00
Akurdi Railway
322 M.N.P. Bhavan 2
Station 23.50 24.00 Nata Vadi 17484.00 5817.00 11667 592511.00 50.79 76.60 66.00
Kiwle, Mukai
Rainbow 5 B.R.T.M.N.P. Bhavan 6
Chowk 20.60 72.00 Nata Vadi 45979.20 9757.00 36222 2169456.00 59.89 87.38 69.00
401 Monthly contract 0.00 11 26.00 Nata Vadi 7800.00 7800.00 0.00 0.00 0.00 0.00 0.00
64 Hadapsar Warje Malvadi 20.00 1 12.00 kothrud Depot. 6187.60 5739.60 448 22093.00 49.32 75.00 66.00
66 Deccan Gymkhana Agalambe 23.10 1 12.00 kothrud Depot. 8351.40 448.30 7903 282079.00 35.69 77.92 46.00
Ghotawadegaon/
69 Deccan Gymkhana 2
mugawde 25.10 25.00 kothrud Depot. 18897.60 447.30 18450 601625.00 32.61 83.67 39.00
paudgaon/shereg
aon 27.00 83.00 kothrud Depot. 64132.80 225.20 63908 2363412.00 36.98 88.89 42.00
Warje Malvadi
77 Warje Malvadi 1
(Vartul) 24.50 8.00 kothrud Depot. 6076.00 1043.60 5032 213214.00 42.37 61.22 69.00
Cipla
80 M.N.P.Bhavan 1
Centre(Vartul) 22.30 6.00 kothrud Depot. 3546.40 0.00 12312 471553.00 38.30 33.63 114.00
81 Kumbre Park Pune Station 12.90 2 28.00 kothrud Depot. 11197.20 1623.60 9574 448585.00 46.86 77.52 60.00
Kondhva Gate
82 Kondhwa Gate 14
Warje Malvadi
82 M.N.P.Bhavan 6
84 Deccan Gymkhana Sangrun 28.40 1 13.00 kothrud Depot. 9352.70 8207.00 1146 39389.00 34.38 73.94 46.00
Bahuligaon/Kondh
urphata 37.40 20.00 kothrud Depot. 19052.60 0.00 26164 769286.00 29.40 56.15 52.00
Ahiregaon/Mohka
85 M.N.P.Bhavan 1
rvadi 21.20 11.00 kothrud Depot. 6655.70 322.80 6333 252438.00 39.86 84.91 47.00
86 Kothrud Depot. Kothrud Depot. 16.90 1 12.00 kothrud Depot. 5443.60 5109.20 334 10344.00 30.93 88.76 35.00
91 M.N.P.Bhavan Ishanyanagari 9.00 1 10.00 kothrud Depot. 2790.00 226.20 2564 118228.00 46.11 83.33 55.00
93 Deccan Gymkhana Pimple Nilakh 12.60 1 18.00 kothrud Depot. 7030.80 284.10 6747 206046.00 30.54 95.24 32.00
94 Kothrud Depot. Pune Station 11.40 9 130.00 kothrud Depot. 45942.00 7813.90 37228 2287627.00 61.45 105.26 58.00
97 Warje Malvadi Sahakarnagar 11.80 1 6.00 kothrud Depot. 2194.80 0.00 2197 121864.00 55.48 127.12 44.00
101 Kothrud Depot. Kondhva Khurd 16.10 6 72.00 kothrud Depot. 35972.40 5945.90 30027 1434987.00 47.79 93.17 51.00
102 Kothrud Depot. Lohgaon 23.60 4 48.00 kothrud Depot. 31843.20 2907.00 28936 1358442.00 46.95 76.27 62.00
103 Kothrud Depot. Katraj 14.30 6 84.00 kothrud Depot. 37125.60 3803.80 33322 2169728.00 65.11 83.92 78.00
Warje Gharkul
107 Pimple Gurav 3
Wasahat 24.20 30.00 kothrud Depot. 22332.40 1155.10 21177 789881.00 37.30 61.98 60.00
Shivtirth nagar /
108 Pune Station 1
Sutardara 12.30 8.00 kothrud Depot. 3050.40 0.00 3075 135941.00 44.21 97.56 45.00
143 Warje Naka Pune Station 11.30 7 98.00 kothrud Depot. 34332.50 4682.50 29650 338257.00 11.41 132.74 9.00
144 Kothrud stand Pune station 9.00 7.00 138.00 kothrud Depot. 38502.00 0.00 39617 1748560.00 44.14 100.00 44.00
161 B.R.T. warje Malvadi Viman nagar 22.10 1.00 12.00 kothrud Depot. 7464.80 752.60 6712 299633.00 44.64 81.45 55.00
227 Deccan Gymkhana Marne vadi 27.30 1.00 10.00 kothrud Depot. 8463.00 0.00 9588 275987.00 28.78 76.92 37.00
237 B.R.T. Warje Malvadi Kharadi 24.20 3.00 36.00 kothrud Depot. 24347.40 6342.10 18005 1063084.00 59.04 86.78 68.00
275 B.R.T. Kothrud Stand Chinchwad gaon 22.50 6.00 72.00 kothrud Depot. 50220.00 34510.60 15709 530457.00 33.77 80.00 42.00
276 B.R.T. Warje Malvadi Chinchwad gaon 24.90 12.00 120.00 kothrud Depot. 92628.00 32660.50 59968 3554511.00 59.27 84.34 70.00
277 N.D.A.Gate Khadki Bajar 24.00 1.00 13.00 kothrud Depot. 8060.00 253.10 7807 299875.00 38.41 75.00 51.00
279 Deccan Gymkhana Khamboli 34.60 1.00 8.00 kothrud Depot. 8580.00 0.00 10018 284832.00 28.43 69.36 41.00
Nigdi/Bhakti-
281 Warje Malvadi 5.00
shakti 28.40 40.00 kothrud Depot. 35216.00 2343.60 32872 1579458.00 48.05 73.94 65.00
282 Warje Malvadi Bhosri 25.60 5.00 40.00 kothrud Depot. 31744.00 1364.30 30380 1669272.00 54.95 82.03 67.00
283 Kumbre Park Pune station 12.50 1.00 14.00 kothrud Depot. 5425.00 0.00 5461 219160.00 40.13 96.00 42.00
Nigdi/Bhakti-
284 Kothrud Depot. 5.00
shakti 26.50 40.00 kothrud Depot. 32860.00 2059.90 30800 1482423.00 48.13 79.25 61.00
Salunke
286 Warje Malvadi 1.00
Vihar/Azad nagar
18.70 8.00 kothrud Depot. 44637.60 4551.80 83 5890.00 68.65 80.21 86.00
Wagholi /
RAINBOW 2 B.R.T.Warje Malvadi 19.00
Kesnand Fata 29.40 152.00 kothrud Depot. 138284.80 63033.10 75252 4952264.00 65.81 71.43 92.00
RAINBOW 3 Hadapsar Kothrud Depot. 17.90 10.00 102.00 kothrud Depot. 56599.80 0.00 58056 3384062.00 58.29 83.80 70.00
Annexure 2-5
RAINBOW 4 B.R.T.Kothrud Depot. Vishrantvadi 15.90 20.00 240.00 kothrud Depot. 118296.00 50955.20 67341 4147632.00 61.59 94.34 65.00
501 Monthly contract 0.00 6.00 16.00 kothrud Depot. 4375.00 2424.90 1950 100344.00 51.46 0.00 0.00
Shivajinagar
2 Katraj 14.00
station 10.50 226.00 Katraj 74009.40 1265.45 61144 4249024.00 69.49 85.71 81.00
Shivajinagar
2 Katraj (mahila) 2.00
station 10.50 24.00 Katraj 7812.00 0.00 11108 605094.00 54.47 85.71 64.00
Shivajinagar
2 Bhilarewadi 1.00
station 12.00 15.00 Katraj 4557.00 18.00 4539 239896.00 52.85 100.00 53.00
Shivajinagar
2 Narhegaon 5.00
station 13.00 80.00 Katraj 25730.00 7238.00 18492 1410691.00 76.29 115.38 66.00
11 Katraj Pimple Gurav 19.95 3.00 36.00 Katraj 20915.70 3259.80 17656 122994.00 52.28 75.19 70.00
Maharashtra
24 Katraj 14.00
Housing Board 18.00 168.00 Katraj 93744.00 0.00 120592 7553826.00 62.64 69.44 90.00
24 Katraj Lohgaon 21.10 9.00 90.00 Katraj 58869.00 58700.20 169 11634.00 68.92 85.31 81.00
Shivajinagar
26 Dhankawdi 4.00
station 10.20 48.00 Katraj 15177.60 810.70 14367 1003223.00 69.83 117.65 59.00
Shivajinagar
27 Bharti Vidyapeeth 4.00
station 10.90 48.00 Katraj 16219.20 992.85 15226 1078597.00 70.84 110.09 64.00
28 Lake town Via Katraj Shivajinagar 11.10 3.00 46.00 Katraj 16256.40 5514.50 10742 433856.00 40.39 108.11 37.00
Dhankawdi Taljai
31 Pune Station 7.00
Pathar 12.00 106.00 Katraj 39432.00 7949.10 31483 1370196.00 43.52 100.00 44.00
Dhankawdi Taljai Padmavati Via
33 5.00
Pathar Nata vadi 10.20 70.00 Katraj 21793.00 5416.30 16377 773665.00 47.24 88.24 54.00
38 Dhankawdi Nata vadi 9.00 10.00 160.00 Katraj 44640.00 12034.60 32605 2281149.00 69.96 100.00 70.00
39 Dhankawdi Pune Station 10.50 3.00 48.00 Katraj 15624.00 2894.50 12730 590385.00 46.38 114.00 41.00
42 Katraj Nigdi 28.95 18.00 144.00 Katraj 129232.80 25539.10 103694 6285217.00 60.61 72.54 84.00
Nigdi (new
43 Katraj 11.00
highway) 33.70 104.00 Katraj 108648.80 0.00 144489 66799704.00 46.23 71.22 65.00
Hinjawdi Maan -
43 Katraj 6.00
phase - 3 30.70 60.00 Katraj 57102.00 56495.40 607 19472.00 32.10 78.18 41.00
103 Kothrud Depot. Katraj 14.30 6.00 84.00 Katraj 36790.80 5670.30 31121 2034649.00 65.38 83.92 78.00
Hinjawdi Maan -
103 Katraj 8.00
phase - 3 36.60 64.00 Katraj 68466.60 12278.80 56188 2698098.00 48.02 73.77 65.00
Shivajinagar
130 Yewalewadi 2.00
station 16.10 29.00 Katraj 12310.10 939.10 11371 414743.00 36.47 93.17 39.00
209 Katraj Saswad 26.80 6.00 72.00 Katraj 58726.40 7828.40 50898 1705431.00 33.51 67.16 50.00
213 B.R.T. Katraj Viman nagar 20.90 1.00 12.00 Katraj 7185.80 340.30 6846 332121.00 48.52 86.12 56.00
Shanipar/Mandai/
216 Bharti Vidyapeeth 5.00
Shivajinagar 15.50 50.00 Katraj 20937.40 5497.70 15440 784238.00 50.79 58.06 87.00
217 Gujar wadi M.Phule Mandai 12.00 2.00 40.00 Katraj 12846.40 395.80 12451 504523.00 40.52 62.50 65.00
230 Bharti Vidyapeeth Pune Station 10.90 4.00 64.00 Katraj 21625.60 5779.90 15846 920478.00 58.09 110.09 53.00
235 B.R.T. Katraj Kharadi 22.40 2.00 24.00 Katraj 15301.60 2156.20 13145 791552.00 60.22 80.36 75.00
290 Jambhulwadi Shivajinagar 13.70 6.00 87.00 Katraj 32624.40 4126.70 28498 1723464.00 60.48 87.59 69.00
291 Katraj Hadapsar 14.20 2.00 32.00 Katraj 14086.40 2212.90 11874 794786.00 66.94 105.63 63.00
Khadakwasla
294 Katraj 2.00
(Vartul) 26.00 16.00 Katraj 12896.00 506.20 12390 384151.00 31.01 57.69 54.00
Ganga dham Via
295 Ambegaon 3.00
Pune Station 16.70 45.00 Katraj 18376.80 3290.30 15087 630560.00 41.80 89.82 47.00
Shivajinagar
297 Rajas sosciety 1.00
station 11.50 16.00 Katraj 5704.00 45.10 5659 278626.00 49.24 104.35 47.00
Chinchwad gaon /
298 B.R.T. Katraj 11.00
chintamani chowk
26.75 88.00 Katraj 74536.40 14781.20 59755 3810034.00 63.73 78.50 81.00
299 Katraj Bhosri 26.90 4.00 42.00 Katraj 35023.80 4588.80 30435 2039128.00 67.00 78.07 86.00
hadapsar
301 Katraj 15.00
/shevalvadi 19.00 180.00 Katraj 106020.00 26916.10 79104 4863178.00 61.48 78.95 78.00
Night Duty Katraj Shivajinagar 10.50 1.00 10.00 Katraj 3255.00 0.00 6982 275640.00 39.48 114.29 35.00
Night Duty Katraj Pune station 10.80 1.00 10.00 Katraj 3016.30 3016.30 0 0.00 0.00 138.89 0.00
601 Monthly contract 0.00 6.00 15.00 Katraj 5685.40 5685.40 0 0.00 0.00 0.00 0.00
7 Hadapsar Urali Kanchan 20.80 12 196 Hadapsar 128333.80 13901.00 114433.00 4194571.00 36.66 100.96 36.00
8 Hadapsar mhatobachi Alandi
19.00 1 18 Hadapsar 11048.40 233.00 10815.00 288709.00 26.69 63.16 42.00
64 Hadapsar Warje Malwadi 20.00 10 100 Hadapsar 61349.00 19582.90 41766.00 2858629.00 68.44 90.00 76.00
Wagholi
167 Hadapsar
(Keshnand Fata) 14.20 12 228 Hadapsar 100365.60 35711.10 64655.00 4264941.00 65.97 105.63 62.00
183 Hadapsar Wagholi (Theur) 27.80 8 96 Hadapsar 82732.80 11664.40 71068.00 1978911.00 27.85 53.96 52.00
185 Hadapsar Wagholi 14.50 8 144 Hadapsar 64728.00 20272.70 44455.00 2001512.00 45.02 103.45 44.00
188 Hadapsar Katraj 18.00 9 108 Hadapsar 60264.00 15368.00 44896.00 2642297.00 58.85 83.33 71.00
189 Hadapsar Urali Devachi 7.20 5 130 Hadapsar 29016.00 7063.50 21953.00 1257917.00 57.30 83.33 69.00
Via Fursungi to
190 Hadapsar
Power house 6.00 5 158 Hadapsar 29642.20 3681.50 25961.00 1494292.00 57.56 100.00 58.00
192 Hadapsar Undri 8.00 3 71 Hadapsar 18011.00 2489.30 15522.00 734854.00 47.34 112.50 42.00
193 Hadapsar Lonigaon 10.80 1 24 Hadapsar 8035.20 26.20 8009.00 220407.00 27.52 83.33 33.00
195 Hadapsar Holkarwadi 8.50 2 44 Hadapsar 11594.00 692.90 10901.00 553039.00 50.73 105.88 48.00
197 Hadapsar Kothrud depot 17.60 7 84 Hadapsar 45830.40 13572.80 32258.00 1785456.00 55.35 85.23 65.00
Keshavnage (Via
198 Hadapsar
Manjri) 11.00 4 80 Hadapsar 27280.00 6877.60 20402.00 889984.00 43.62 109.09 40.00
200 Sadesatra nali Swargate 12.40 1 12 Hadapsar 4030.00 347.20 3683.00 192037.00 52.14 80.65 65.00
202 Hadapsar Warje Malwadi 19.20 12 120 Hadapsar 71424.00 26762.50 44662.00 2993567.00 67.03 93.75 71.00
205 Hadapsar Sangavi 26.50 5 50 Hadapsar 41075.00 12767.80 28307.00 1240180.00 43.81 67.92 65.00
206 Hadapsar Vishal nagar 26.80 1 10 Hadapsar 8308.00 239.60 8068.00 324857.00 40.26 78.36 51.00
207 Hadapsar Saswad 23.00 9 144 Hadapsar 102672.00 13611.70 89060.00 4108658.00 46.13 78.26 59.00
Hinjewadi Man
208 Hadapsar
phase 3 36.30 9 72 Hadapsar 71926.00 31972.80 39953.00 2060313.00 51.57 74.38 69.00
291 Hadapsar Katraj 14.20 12 192 Hadapsar 84518.00 33059.40 51459.00 4114398.00 79.95 105.63 76.00
Night service 3 Hadapsar Swargate 9.50 1 8 Hadapsar 2356.00 0.00 4657.00 154192.00 33.11 94.74 35.00
Night service4 Hadapsar Pune Station 10.00 1 8 Hadapsar 2480.00 1577.50 903.00 31994.00 35.45 120.00 30.00
701 Monthly contract 0.00 2 8 Hadapsar 1815.00 1895.00 0.00 0.00 0.00 0.00 0.00
11 Market Yard Pimple Gurav 18.30 15 180 Market yard 101556.00 14002.40 87554.00 4213879.00 48.13 81.97 59.00
Shivajinagar
13 Upper depot
station 10.00 6 96 Market yard 29760.00 10432.65 19327.00 1438480.00 74.43 90.00 83.00
Kondhawa
19 Shivajinagar
Hospital 16.60 13 192 Market yard 92789.20 32227.30 60562.00 3318861.00 54.80 90.36 61.00
Annexure 2-5
Rautwadi/Ghotaw
30 Market Yard
de fata 31.50 7 56 Market yard 54684.00 5481.50 49203.00 2401456.00 48.81 76.19 64.00
41 Upper depot Sangavi 19.00 1 6 Market yard 3534.00 168.70 3365.00 199806.00 59.37 94.74 63.00
68 Sutardara Upeer depot 14.80 1 8 Market yard 3670.00 138.40 3532.00 219245.00 62.07 81.08 77.00
71 Sukhsagar nagar Kothrud depot 14.60 9 118 Market yard 53406.00 21752.10 31655.00 1858695.00 58.72 102.74 57.00
72 Upper depot Kondhawa gate 21.20 4 40 Market yard 26288.00 11623.80 14664.00 823470.00 56.16 84.91 66.00
78 Market Yard kondhawa gate 19.10 4 40 Market yard 23684.00 5113.40 18571.00 972723.00 52.38 94.24 56.00
140 Upper depot Pune station 11.30 13 234 Market yard 81970.20 21557.15 60413.00 3516959.00 58.22 106.19 55.00
253B.R.T. Upper depot Vidya nagar 22.80 2 24 Market yard 13778.80 7558.90 6230.00 212618.00 34.13 92.11 37.00
291 Upper depot Hadapsar 15.60 2 32 Market yard 15475.20 1652.20 13823.00 758211.00 54.85 96.15 57.00
801 monthly contract 0.00 2 4 Market yard 1425.00 1425.00 0.00 0.00 0.00 0.00 0.00
5 Swargate Pune Station 5.45 5 140 Pune station 23653.00 968.30 22685.00 9308581.00 57.69 110.09 52.00
49 Pune station Khanapur 27.70 1 10 Pune station 7207.50 0.00 8392.00 285599.00 34.03 75.81 45.00
57 Pune station Wadgaon/Venutai
12.30 2 28 Pune station 11569.20 866.90 10702.00 551375.00 51.52 97.56 53.00
57 Pune station Suncity 10.30 1 16 Pune station 5232.80 83.30 5149.00 225127.00 43.72 97.09 45.00
Hinjewadi Maan
115BRT Pune station
phase 3 29.00 10 80 Pune station 71920.00 7778.00 64142.00 4201677.00 65.51 82.76 79.00
129 Pune station Balewadi depot 18.80 2 12 Pune station 6993.60 379.80 6614.00 247587.00 37.43 63.83 59.00
Vidyanagar/Tingar
134 Pune station
e nagar 8.70 1 24 Pune station 6472.80 6264.00 209.00 6488.00 31.07 103.45 30.00
135 Wagholi Wadebolhai 10.80 1 20 Pune station 7613.60 204.50 7409.00 216038.00 29.16 194.44 15.00
136 Wagholi Wadegaon 12.70 1 18 Pune station 8004.20 0.00 8011.00 238134.00 29.73 165.35 18.00
Sus
142 Pune station gaon/Ghotawde
fata 31.80 2 16 Pune station 15772.80 744.80 15028.00 512186.00 34.08 47.17 72.00
145 Pune station NDA Gol market 23.15 2 24 Pune station 18029.60 0.00 18198.00 535213.00 29.41 77.75 38.00
145 Pune station Pashan, Sutarwadi
13.00 2 32 Pune station 12896.00 2729.00 10167.00 430711.00 42.36 92.31 46.00
146 Pune station Gokhlenagar 8.45 5 108 Pune station 28876.50 3973.00 24903.00 1200133.00 48.19 106.51 45.00
147 Wagholi Navi Saandas 23.20 1 12 Pune station 9548.00 266.20 9282.00 253853.00 27.35 116.38 24.00
151 Pune station Alandi via 503 22.00 5 60 Pune station 40920.00 3447.00 37473.00 2095557.00 55.92 81.82 68.00
154 BRT Pune station Vishrantwadi 8.50 10 204 Pune station 53754.00 15986.00 37768.00 2109387.00 55.85 141.18 40.00
155 Pune station Lohgaon 15.70 6 96 Pune station 46723.20 4073.50 42650.00 1943492.00 45.57 95.54 48.00
Kendurgaon/Kara
162 Wagholi
ndi 28.20 1 12 Pune station 11408.00 0.00 13201.00 379023.00 28.71 106.38 27.00
IT park/Kharadi
163BRT Pune station
gaon 11.00 7 140 Pune station 47740.00 9097.30 38643.00 2322290.00 60.10 109.09 55.00
166BRT Pune station Vimannagar 9.50 4 88 Pune station 25916.00 1703.50 24213.00 1190890.00 49.18 126.32 39.00
170 Pune station Kondhwa khurda
9.00 12 234 Pune station 67685.40 11208.40 56477.00 3273632.00 57.96 100.00 58.00
174 Pune station Kondhawa gate 18.80 14 158 Pune station 92987.60 14521.60 78466.00 4691934.00 59.80 79.79 75.00
Salunke vihar/
177 Pune station
Azadnagar 9.20 6 118 Pune station 34149.60 5370.60 28779.00 1408834.00 48.95 97.83 50.00
Satatnagar(JSPMS
186 Pune station
college) 14.20 1 16 Pune station 7043.10 725.10 6318.00 250375.00 39.63 84.51 47.00
187 Bhekrainagar Pune station 15.00 3 48 Pune station 22320.00 4565.00 17755.00 897017.00 50.52 80.00 63.00
Kondhawa/Trinity
191 Pune station Engineering
college 14.50 2 24 Pune station 10788.00 346.00 10442.00 509684.00 48.81 103.45 47.00
Hadapsar/Bhekrai
203 Pune station
nagar 12.60 3 48 Pune station 18748.80 0.00 38376.00 1864214.00 48.58 95.24 51.00
Hadapsar/Shewal
203 Pune station
wadi 13.50 4 64 Pune station 26784.00 0.00 45201.00 1910274.00 42.26 88.89 48.00
312 Pune station Chinchwad gaon 22.50 6 72 Pune station 50220.00 4929.00 45291.00 1913771.00 42.25 80.00 53.00
Hinjewadi maan
333 BRT Pune station
phase3 26.60 4 40 Pune station 32984.00 11007.70 21976.00 1305062.00 59.38 67.67 88.00
Ratrani 7 Pune station Kondhawa gate 18.80 1 6 Pune station 3496.80 109.80 3387.00 89251.00 26.35 95.74 28.00
Ratrani 9 Pune station Wagholi 15.30 1 8 Pune station 3794.40 0.00 3978.00 152194.00 38.26 117.65 33.00
CC Pune darshan 76.00 2 2 Pune station 4712.00 4712.00 0.00 0.00 0.00 394.86 0.00
901 Monthly contract 0.00 2 4 Pune station 1625.00 1625.00 0.00 0.00 0.00 0.00 0.00
Nigdi/ Bhakti
12 Upper Depot 3
Shakti 30.05 24 Nigdi 22357.20 11186.60 11171 572025 51.21 71.87 64
42 Bhakti Shakti / Nigdi Katraj 28.95 2 16 Nigdi 14359.20 6476.70 7883 457243 58.01 72.54 80
Bhakti
43 Katraj 11
Shakti/Nigdi 33.70 100 Nigdi 104470.00 42239.15 62231 3389726 54.47 71.22 76
Nigdi/ Bhakti
123 Manapa Bhavan 6
Shakti 20.10 96 Nigdi 59817.60 24066.80 35751 1329897 45.59 81.55 51
139 Nigdi / bhakti Shakti Shewalwadi 31.60 4 32 Nigdi 31347.20 0.00 41499 2383327 57.43 66.46 86
139 Nigdi / bhakti Shakti Bekarainagar 30.70 4 32 Nigdi 30454.40 30083.40 371 18318 49.38 68.40 72
149 B.R.T Nigdi / bhakti Shakti Shewalwadi 42.90 6 48 Nigdi 63835.20 33177.20 30658 9646702 53.71 69.93 77
Akurdi Railway
303 Nigdi 4
Station 6.20 108 Nigdi 22016.20 6904.30 15112 613736 40.61 96.77 42
Mukai Chowk ,
303 Nigdi 1
Kiwale 8.60 24 Nigdi 6398.40 86.00 6312 208948 33.10 69.77 47
Wadgaon /
305 Nigdi 9
Navlakh umber 22.00 128 Nigdi 81280.00 27000.30 62280 2773740 44.54 122.73 36
Hinjewadi maan
306 Dange Chowk 6
Phase-3 13.30 60 Nigdi 30392.40 10776.40 19616 941441 47.99 90.23 53
307 Chinchwad Gaon Walekarwadi 2.30 2 66 Nigdi 4991.00 43.10 4948 245613 49.64 130.43 38
Chikli , Gurukul
308 Chinchwad Gaon 1
Vasahat 5.40 28 Nigdi 4687.20 7.20 4680 272316 58.19 166.67 35
313 Chinchwad Gaon Chandkhed 19.30 2 26 Nigdi 14659.90 2780.70 11879 482493 40.62 93.26 44
314 Nigdi Mahalunge , MIDC 1
11.20 24 Nigdi 8332.80 0.00 8939 243659 27.26 107.14 25
Pune station , Via
318 B.R.T . Krushna Nagar 2
Aundh 26.00 20 Nigdi 16120.00 9515.20 6605 389699 59.00 80.77 73
318 B.R.T . gurukul Vasahat Pune station 25.60 1 10 Nigdi 7936.00 1866.80 6069 294289 48.49 82.00 51
Hinjewadi maan
321 Sangvi 2
Phase-3 23.10 24 Nigdi 16640.80 10574.30 6067 198203 32.67 64.94 50
322 Akrudi Railway Station Warje-Malwadi 4
30.80 32 Nigdi 30553.60 0.00 55014 2986292 54.28 77.92 70
Annexure 2-5
322 Akrudi Railway Station manapa bhavan 10

23.50 120 Nigdi 87420.00 86653.00 767 36065 47.02 76.60 61
328 Rupinagar manapa bhavan 3.00 1 34 Nigdi 4092.00 0.00 4145 132166 31.89 166.67 19
329 Dehu gaon Nigdi 12.00 5 96 Nigdi 35712.00 14618.30 21094 777299 36.85 175.00 21
Chikli , Gurukul
330 Khadomba Maal 2
Vasahat 5.00 64 Nigdi 9200.80 4693.40 4507 212111 47.06 120.00 39
334 gurukul Vasahat Pimpri Gaon 8.20 1 20.00 Nigdi 4736.80 138.10 4599 175326 38.13 182.93 21
Dahyari
337 B.R.T Nigdi / bhakti Shakti 6
Marutinanadan 37.70 48.00 Nigdi 54684.00 39457.30 15227 705034 46.30 63.66 73
Mohannagar via
341 B.R.T Manapa Bhavan 1
Aundh 22.20 16.00 Nigdi 8828.80 7918.30 911 32933 36.17 81.08 45
345 B.R.T Thergaon Pune Station 19.30 1 16.00 Nigdi 8109.60 5139.80 2970 133788 45.05 77.72 58
348 B.R.T Nigdi via Aundh Pune Station 24.00 12 118.00 Nigdi 87792.00 45720.10 42072 2906873 69.09 87.50 79
Dehu Gaon via
350 Nigdi 5
Talewadi 8.80 114.00 Nigdi 31099.20 12148.50 18951 1179180 62.22 136.36 46
363 Kiwale / Adarshnagar nigdi 4
9.00 96.00 Nigdi 29034.60 5495.90 23539 936665 39.79 100.00 40
Hinjewadi maan
364 B.R.T. Mukai Chowk 6
Phase-3 20.00 84.00 Nigdi 47616.00 44475.80 3140 85619 27.27 75.00 36
Hinjewadi Maan Phase-
365 Wadgaon , maval 6
3 33.60 66.00 Nigdi 59706.00 45380.90 14325 341257 23.82 53.57 44
366 Nigdi via yerwada Pune Station 22.70 5 58.00 Nigdi 41338.55 21230.20 20108 807356 40.15 79.30 51
367 Nigdi Bhosari 10.80 8 184.00 Nigdi 64839.60 29050.20 35789 1396968 39.03 111.11 35
367 Akurdi Railway Station Indrayani nagar 1
18.50 14.00 Nigdi 8481.60 918.60 7563 238497 39.53 97.30 32
Hinjewadi maan
372 Nigdi 12
Phase-3 20.90 168.00 Nigdi 108847.20 49603.80 59243 3342325 56.42 86.92 66
376 Sambhajinagar Katraj 32.90 2 24.00 Nigdi 17186.40 8846.20 8340 238682 28.62 72.95 39
RAINBOW 5 Kiwale , Mukai
Manapa Bhavan 6
B.R.T. Chowk 20.60 72.00 Nigdi 45979.20 21164.40 24815 1432288 57.72 87.38 66
RATRANI 6 Pune station Nigdi 24.00 1.00 6.00 Nigdi 4464.00 4320.00 144.00 5192 36.06 100.00 36
SCHOOL Masik Karar 0.00 2.00 40.00 Nigdi 10930.00 10453.90 476.00 23505 49.37 0.00 0
121 Bhosari manapa Bhavan 17.10 11.00 176.00 Bhosari 93297.60 37294.60 56003.00 289597 51.71 87.72 59
Hadapsar/Bhekarai
148 Bhosari 33.70
nagar 5.00 40.00 Bhosari 41788.00 22906.20 18882.00 1010713 53.53 71.22 75
257 Wagholi Alandi 24.00 4.00 32.00 Bhosari 19964.00 1089.80 18874.00 695842 36.87 87.50 42
299 Katraj Bhosari 26.90 4.00 40.00 Bhosari 33356.00 8763.00 24593.00 1717069 69.82 78.07 89
301 Alandi dehu gaon 16.00 7.00 140.00 Bhosari 63720.50 29358.50 34362.00 1455372 42.35 75.00 56
315 Moshe Pune station 30.30 2.00 20.00 Bhosari 16206.80 8967.80 7239.00 209824 28.99 59.41 49
320 Mahalunge ,Stadium Alandi 30.50
1.00 12.00 Bhosari 8618.00 618.50 8000.00 322351 40.30 68.85 59
Hinjewadi maan
324 B.R.T Bhosari 25.30
Phase -3 9.00 108.00 Bhosari 84704.40 27478.10 57226.00 3138288 54.84 71.15 77
Indrayani nagar sector
338 manapa Bhavan 24.90
13 2.00 24.00 Bhosari 137141.40 6272.30 7442.00 239040 32.12 72.29 44
Indrayani nagar sector
339 Katraj 32.50
13 3.00 24.00 Bhosari 23361.60 12702.00 10660.00 494166 46.36 55.38 84
339 Indrayani nagar Pune station 22.60 2.00 24.00 Bhosari 16814.40 1386.20 15428.00 686618 44.50 79.65 56
340 nigdi chaholi 19.80 2.00 32.00 Bhosari 16963.20 12427.20 4536.00 147999 32.36 90.91 36
Chakan ambegaon
343 Wadagaon maval 29.40
chowk
6.00 72.00 Bhosari 56172.00 49370.20 6802.00 147275 21.35 71.43 30
346 Bhosari Wagholi 22.10 10.00 120.00 Bhosari 82212.00 63835.00 1837.00 513097 27.92 81.45 34
351 Bhosari Pabal Phata 48.70 10.00 80.00 Bhosari 120776.00 111860.70 8915.00 156704 17.58 61.60 29
357 Rajguru nagar Pune station 46.60 18.00 170.00 Bhosari 219263.00 87876.20 131387 6916970 52.65 64.38 82
358 Bhosari Rajguru nagar 28.40 12.00 144.00 Bhosari 127025.60 47140.40 79885.00 3384231 42.36 63.38 67
361 Bhosari Alandi 8.50 6.00 170.00 Bhosari 24795.00 11469.50 33326.00 1754745 52.35 105.88 50
362 Alandi YCM hospital 14.00 2.00 31.00 Bhosari 125245.00 6846.00 5678.00 214647 37.80 107.14 35
367 Bhosari Gharkul vasahat 19.40 1.00 13.00 Bhosari 4625.20 1425.80 3199.00 66449 20.77 105.26 20
Hinjewadi maan
Rainbow 6 B.R.TBhosari 24.00
Phase -3 6.00 72.00 Bhosari 53568.00 18778.50 34790.00 1639675 47.13 75.00 63
120 manapa Bhavan Chakan 34 5 55 Pimpri 52390 10468 41920 1577208 37.62 71.88 47
120 Bhosari Mahalunge,MIDC 3 36
23.40 Pimpri 26114.40 9302.40 16812.00 468762 27.88 64.10 43
122 manapa Bhavan Chinchwad gaon 18.70 8 142 Pimpri 77425.60 21864.20 55561.00 2047607 36.85 96.26 38
302 Pimpri gaon Bhosari 8.65 4 100 Pimpri 25810.60 5150.60 20660.00 865174 40.43 104.05 37
302 Pimpri gaon Alandi 17.70 1 15 Pimpri 7398.85 389.60 7309.00 216937 40.62 84.75 48
302 Pimpri gaon Bopkhel 19.85 1 14 Pimpri 7601.20 739.65 6862.00 242364 35.32 75.57 47
304 Chinchwad gaon Bhosari 10.20 10 241 Pimpri 72874.80 13789.60 59093.00 3037804 51.41 117.65 44
310 walekar wadi Pune station 24.80 2 20 Pimpri 13330.00 1968.40 11362.00 414794 36.51 84.68 43
311 Pimpri gaon Pune station 21.80 5 44 Pimpri 24744.20 1841.00 14903.00 565209 37.73 82.57 46
313 Chinchwad gaon Chandkhil 19.30 2 26 Pimpri 15103.20 1252.80 13850.00 564672 40.77 77.72 52
Bhosari via
315 Pune station 12 154
Vishrantwadi 18.50 Pimpri 88319.00 30660.00 57351.00 3805609 66.00 81.08 81
Hinjewadi maan
316 Chinchwad gaon 1 11
Phase -3 14.20 Pimpri 4786.40 255.70 4531.00 141490 31.23 105.63 30
317 Sambhaji nagar Pune station 23.70 7 71 Pimpri 87607.30 8815.80 48792.00 1772517 36.33 75.95 48
323 chikhali manapa Bhavan 23.40 4 72 Pimpri 34633.20 659.70 33974.00 1418510 41.75 76.92 54
323 Garkul vasahat manapa Bhavan 20.80 1 14 Pimpri 8146.80 66.80 8080.00 294447 36.74 83.54 42
326 Masurkar colony Pune station 18.70 2 24 Pimpri 11928.80 3518.20 8331.00 245152 21.52 80.21 37
323 Pimpri gaon Chikhali 12.10 4 82 Pimpri 27441.20 6026.90 24414.00 859291 36.20 99.17 35
Hinjewadi maan Phase
327 Alandi 4 37
-3 35.70 Pimpri 36632.70 3213.20 33420.00 1341999 40.16 67.23 60
Rahatani gaon via
331 chaholi gaon 2 28
Chorli phata 22.00 Pimpri 17732.00 9027.30 8705.00 414512 47.62 81.82 58
331 Bhosari rahatani gaon 13.00 7 136 Pimpri 51057.00 7889.85 43167.00 1719757 31.84 12.31 43
Rahatani Gaon via
331 chaholi gaon 2 28
tajanemana 20.60 Pimpri 17401.60 661.50 16748.00 516467 35.61 83.33 43
Pimpri
332 Pune station 2 20
,kalewadi,aundh 26.40 Pimpri 13392.00 1533.80 11858.00 423104 44.11 68.18 65
332 B.R.T Pimple Saudagar manapa Bhavan 15.70 2 16 Pimpri 6696.00 3314.20 3382.00 76297 28.48 95.54 30
Dange chowk
335 Zambe 2
/chinchwad goan 7.60 52 Pimpri 13354.80 718.90 12556 488045 38.87 118.42 33
Annexure 2-5
336 B.R.T Wagholi Nigdi 31.00 10 100 Pimpri 82212.00 8209.00 74003 4025184 54.39 77.42 70
342 Dange chowk Sant nagar 13.70 2 18 Pimpri 6919.20 6807.60 112 2651 23.83 109.41 22
344 Pimple nikhal Alandi 26.10 1 11 Pimpri 8078.60 583.50 7495 290779 38.80 80.46 48
347 Dapotadi gaon Alandi 30.90 1 10 Pimpri 8456.80 339.10 8118 243339 29.98 77.67 31
349 Pimpri Road Ghotawade phata 6
28.60 72 Pimpri 54051.60 25111.30 28940 533912 18.45 73.43 26
354 Pimpri gaon Marketyard 28.80 6 60 Pimpri 44974.80 14023.10 30952 1382495 44.67 72.92 61
354 Pimpri Road Marketyard 28.50 5 50 Pimpri 36084.00 11326.50 2758 1101290 44.48 73.68 60
355 Chikhali Dange chowk 13.00 6 123 Pimpri 48043.80 11174.70 36869 2077204 56.34 92.31 61
370 Pimpri Road Pimpri road 14.50 2 28 Pimpri 11085.60 5361.90 5724 133452 23.32 10.45 23
376 Nigdi Katraj 30.90 5 49 Pimpri 40672.00 10332.80 3009 1332303 34.40 77.67 57
376 Nigdi Warje malwadi 31.20 5 48 Pimpri 40517.00 9328.20 31181 1299471 31.66 86.54 48
376 Nigdi Shewalwadi 35.70 5 48 Pimpri 46097.00 16005.70 30091 1143795 38.01 67.23 57
111 Bekarai Nagar Manapa 17.30 12 144 Bekarai Nagar 77227.20 16438.20 60789 3199427 52.36 69.36 76
Bhakati shakti /
139 Bekarai Nagar 4 32
nigdi 30.70 Bekarai Nagar 30454.40 6334.40 24120 1393351 47.77 68.40 84
148 Bekarai Nagar Bhosari 33.70 5 40 Bekarai Nagar 41788.00 1826.00 31962 1797051 56.22 71.22 79
180 Bekarai Nagar N.Ta.Wadi 15.50 9 120 Bekarai Nagar 57660.00 10471.60 47188 2858528 60.58 77.42 78
187 Bekarai Nagar Pune Station 15.00 3 48 Bekarai Nagar 22320.00 6984.00 15336 737611 48.10 80.00 60
201 Bekarai Nagar Alandi 14.30 6 48 Bekarai Nagar 51044.60 6580.60 333464 2240082 50.38 69.97 72
204 B.R.T Bekarai Nagar Chinchwad Gaon 16 128
31.90 Bekarai Nagar 126579.20 61028.20 65551 4273360 65.19 65.83 99
Nigdi / Bhakti
139 Shewalwadi 4
shakti 31.60 32 Shewalwadi 31347.20 4151.40 27196 1535257.00 56.45 66.46 85
148 Shewalwadi Pimple gurav 28.80 12 104 Shewalwadi 79955.20 7600.40 72355 4139787.00 57.22 72.58 79
149 B.R.T Shewalwadi Pimpri Manapa 37.60 7 53 Shewalwadi 65273.60 376312.04 27642 1270257.00 45.95 55.85 82
Nigdi / Bhakti
149 B.R.T Shewalwadi 12
shakti 42.90 93 Shewalwadi 127670.40 76108.40 50762 2764618.00 54.46 69.93 78
301 Shewalwadi Katraj 19.00 2 24 Shewalwadi 14136.00 5727.50 8409 569903.00 55.88 63.16 88
87 Deccan Sus gaon 15.00 5 80 Balewadi 37541.00 3754.80 33786.00 1277156.00 37.80 80.00 47.00
105 Balewadi Depot Deccan Gymkhana
16.80 2 24 Balewadi 12499.20 1515.20 10984.00 402603.00 36.65 89.29 41.00
Mhalunge
114 PMC building
Stadium 12.50 4 72 Balewadi 28024.00 927.50 27097.00 1526413.00 56.33 96.00 59.00
256 PMC building Balewadi depot 13.50 9 162 Balewadi 67797.00 3525.70 64271.00 3258876.00 50.71 111.11 46.00
256 PMC building Banergaon 11.00 2 40 Balewadi 14105.00 1149.50 12956.00 504548.00 38.94 109.09 36.00
256 PMC building Someshwar wadi
8.10 1 20 Balewadi 7030.80 2052.80 4978.00 194739.00 39.12 111.11 35.00
360 Balewadi Alandi 35.00 1 8 Balewadi 8680.00 187.80 8492.00 351558.00 41.40 68.57 60.00
Hinjewadi Maan Phase-
Shuttle Airport
3 40.00 2 20 Balewadi 21253.60 937.20 20316.00 722367.00 35.56 270.23 13.00
Annexure 2-5
Annexure 2-5
Implementation status of proposals from previous
CMP studies
Table 1: Infrastructure projects proposed in Comprehensive Mobility Plan for PUNE –

2008 for PMC
A ROBs Status
1 Phursungi N
2 Mundhwa Y
3 Theur N
4 Khadki Railway station N
5 Ghorpadi N
6 Udaybag Kawade Road Y
7 Sasanenagar N
8 Manjari N
9 Wadia College Y
B River Bridges Status
1 Mula River at Sangamwadi Y
2 Pawna River near Ravet Y
C Flyovers Status
1 Hadapser Saswad Phata Y
2 Swargate Y
3 Hotel Seven Loves Square Y
4 Balgandharva chowk N
5 University + Senapati Bapat Road Y
6 Null Stop Junction N
7 Alka Talkies N
8 Sinhgad Road near Panmala N
9 Mundhwa N
10 Sancheti Hospital Y
11 Simla Office Junction N
12 Rahul Talkies Junction Y
13 Vetal chowk on Senapati Bapat Road N
14 Market Yard Junction Flyover at Nehru Road Junction N
Annexure 2-6
Table 2: Infrastructure projects proposed in Comprehensive Mobility Plan - 2008 for

PCMC
A Fly-overs Proposal Status

1 NH-50 at Moshi junction - N
2 Kasarwadi – Nashik phata - Y
3 Telco Chowk, Chinchwad - Y
4 Over Spine road - Y
5 Westerly Bypass intersection with MDR 31 - Y
6 Bhakti-Shakti, Nigdi - WIP
7 Over Aundh-Rawet road at Sangvi - Y
B Major Bridges Proposal Status
1 In Talawade, over Indrayani River - N
2 In Pimpri, over Pawana River - N
3 In Walekarwadi, over Pawana River - Under Land Acquisition
C ROBs Proposal Status
1 In Pimpri - Y
2 In Akurdi - WIP
D Proposed road network for PCMC Proposal Status
1 Aundh Ravet Road 14.4 Y
2 Old NH4 14.6 Y
3 Telco road 12 Y
4 Dehu Alandi 14.5 Y
5 Nashik phata to Moshi 10.4 Y
6 Nashik phata to Wakad 7.8 Y
7 Kalewadi-KSB Chowk-Dehu Alandi Rd 13.25 Y
8 Ravet Punawale to Bhakti Shakti to Talwade 11.8 WIP
9 Hinjewadi to Dehu-Alandi Road 13.3 WIP
10 Hinjewadi to Tata motors 16.7 N
11 Outer Grid 68.7 N
12 Road Parallel to Aundh Ravet 8.4 N
13 Vishrantwadi-Alandi 11.6 Y
Annexure 2-6
Annexure 4-1
Commodity-wise Distribution of Goods Traffic at Cordon
Locations
Table 1: Commodity-wise Distribution of Goods Traffic at Cordon Locations
Tata 2A 3A
Commodity Type LCV MAV
Ace Truck Truck
Empty 44% 40% 35% 33% 26%

Vegetables/ Fruits/ Milk 11% 10% 8% 4% 2%
Fish/Chicken/Meat 2% 1% 0% 0% 1%
Food Grains (Rice/ Wheat/ etc) 4% 3% 1% 2% 2%
Sand/Aggregate/Brick/Powder 3% 6% 4% 4% 2%
Finished Consumer Goods
3% 4% 2% 4% 2%
(Food products)
Jute Bags/Ropes 0% 1% 0% 1% 2%
Rice Husk/Dust/Cattle Feed/Powder 2% 1% 2% 1% 2%
Leather 1% 1% 1% 1% 1%
Cotton/Silk/Clothes 0% 1% 2% 3% 1%
Rubber/Plywood/Timber/bamboo sticks 2% 2% 2% 2% 2%
Paint/dyes 1% 1% 1% 1% 0%
Drums/Tubes/Cables/Wire/Fibre 1% 1% 2% 1% 6%
Marbles/ Tiles/Lime Stone 2% 4% 2% 2% 3%
Iron coils/ Steel bars/ Iron pipes 2% 3% 4% 5% 6%
Petrol/ Diesel/ Gas/ LPG 0% 0% 5% 6% 6%
Machines/Mechanical Parts 1% 1% 3% 1% 5%
Container 0% 0% 4% 6% 9%
Pipe/Plastic 2% 1% 3% 4% 2%
Chemicals/Medicines/Fertilizers/Sulphur 1% 1% 1% 1% 1%
Cement/Fly Ash/Powder 3% 1% 2% 4% 2%
Coal 2% 3% 2% 2% 1%
Paper 0% 0% 0% 0% 0%
Courier, Parcel 2% 2% 2% 2% 2%
Auto Mobiles Products
2% 3% 2% 4% 6%
(Bikes, Cars, Autos, Tyres etc)
Industrial Goods 1% 1% 2% 1% 4%
Electricals/Electronics 1% 1% 1% 1% 1%
Cattle 2% 2% 2% 2% 1%
Tobacco, Wine 0% 0% 0% 0% 0%
Partune 1% 0% 1% 0% 0%
Others (Scrap, Glass, Grass etc) 4% 4% 4% 2% 2%
Grand Total 100% 100% 100% 100% 100%
Annexure 4-1
Table 2: Commodity-wise Distribution of Goods Traffic at Other Cordon Locations
Tata 2A 3A
Commodity Type LCV MAV
Ace Truck Truck
Empty 44% 43% 41% 34% 29%

Vegetables/ Fruits/ Milk 12% 12% 9% 3% 1%
Fish/Chicken/Meat 2% 2% 2% 2% 1%
Food Grains (Rice/ Wheat/ etc) 3% 2% 1% 2% 3%
Sand/Aggregate/Brick/Powder 3% 2% 5% 3% 4%
Finished Consumer Goods
5% 4% 2% 3% 5%
(Food products)
Jute Bags/Ropes 1% 1% 1% 2% 0%
Rice Husk/Dust/Cattle Feed/Powder 1% 2% 1% 1% 1%
Leather 1% 1% 1% 2% 1%
Cotton/Silk/Clothes 1% 1% 1% 4% 1%
Rubber/Plywood/Timber/bamboo sticks 2% 3% 1% 4% 3%
Paint/dyes 3% 3% 3% 5% 3%
Drums/Tubes/Cables/Wire/Fibre 1% 1% 1% 1% 1%
Marbles/ Tiles/Lime Stone 1% 1% 0% 0% 1%
Iron coils/ Steel bars/ Iron pipes 5% 5% 6% 8% 9%
Petrol/ Diesel/ Gas/ LPG 0% 0% 3% 3% 4%
Machines/Mechanical Parts 1% 1% 1% 2% 6%
Container 0% 0% 2% 1% 4%
Pipe/Plastic 2% 1% 1% 1% 2%
Chemicals/Medicines/Fertilizers/Sulphur 1% 1% 1% 2% 1%
Cement/Fly Ash/Powder 2% 3% 3% 3% 5%
Coal 0% 0% 0% 0% 0%
Paper 0% 0% 0% 1% 0%
Courier, Parcel 1% 2% 1% 1% 1%
Auto Mobiles Products
1% 2% 2% 3% 7%
(Bikes, Cars, Autos, Tyres etc)
Industrial Goods 0% 1% 1% 1% 0%
Electricals/Electronics 0% 0% 0% 1% 1%
Cattle 0% 0% 0% 0% 0%
Tobacco, Wine 0% 0% 0% 0% 1%
Partune 1% 1% 1% 1% 0%
Others (Scrap, Glass, Grass etc) 6% 7% 6% 7% 5%
Grand Total 100% 100% 100% 100% 100%
Annexure 4-1
Annexure 7-1
Zone-wise Population/ Employment Forecast for the
Study Area
Table 1- Zone-wsie Population Forecast for the Study Area
Zone No. 2028 2038 Zone No. 2028 2038 Zone No. 2028 2038
1 18,822 18,917 54 22,504 22,730 107 16,285 17,636
2 18,808 18,997 55 19,259 22,351 108 24,019 27,875
3 15,395 15,549 56 36,719 44,760 109 17,093 17,967
4 23,188 23,774 57 33,657 34,508 110 12,966 13,227
5 17,136 17,308 58 16,387 16,552 111 14,459 14,604
6 19,441 19,933 59 25,752 31,391 112 12,980 13,242
7 16,329 16,742 60 48,932 59,648 113 20,820 21,884
8 33,327 34,170 61 17,095 17,267 114 32,065 35,420
9 20,257 20,461 62 23,617 27,409 115 38,629 42,670
10 16,724 16,808 63 16,340 16,504 116 17,721 18,079
11 17,478 17,566 64 27,388 31,785 117 98,066 1,25,533
12 25,143 27,774 65 39,381 43,502 118 46,296 51,139
13 26,000 31,694 66 20,508 20,714 119 46,218 51,053
14 28,381 32,937 67 27,581 30,466 120 42,158 44,314
15 18,400 18,585 68 20,323 24,774 121 32,304 41,352
16 19,226 19,712 69 19,222 19,415 122 43,369 50,332
17 19,121 19,313 70 16,787 16,955 123 35,360 39,059
18 23,267 27,002 71 16,069 16,230 124 18,701 19,078
19 20,085 24,484 72 27,975 30,902 125 18,843 18,937
20 15,082 15,234 73 15,232 15,385 126 21,279 23,505
21 20,738 22,908 74 16,898 17,068 127 37,843 46,130
22 12,740 12,868 75 17,789 17,878 128 42,039 51,246
23 25,223 29,272 76 14,040 14,181 129 53,877 68,967
24 29,431 34,156 77 15,361 15,515 130 91,896 1,23,500
25 52,409 53,734 78 18,553 18,646 131 62,929 76,710
26 34,096 34,958 79 17,473 17,914 132 44,694 60,064
27 47,868 64,330 80 27,720 30,621 133 45,055 54,922
28 32,279 35,656 81 15,142 15,447 134 29,954 31,486
29 59,633 72,692 82 22,930 25,329 135 82,921 1,06,146
30 72,925 98,006 83 15,964 16,125 136 74,051 99,518
31 35,281 43,008 84 18,640 19,111 137 66,802 81,431
32 17,726 21,607 85 17,988 20,876 138 39,141 50,104
33 18,308 21,247 86 13,050 13,181 139 53,170 68,062
34 23,445 30,012 87 19,349 21,373 140 36,451 40,265
35 39,212 47,799 88 21,992 25,523 141 75,980 97,261
36 73,657 94,288 89 17,399 18,289 142 47,334 57,700
37 84,487 1,02,989 90 15,883 16,204 143 24,346 25,591
38 42,017 46,413 91 83,283 1,11,926 144 87,985 1,18,244
39 35,969 37,808 92 24,730 30,146 145 71,781 71,781
40 11,013 11,124 93 51,479 52,518 146 75,059 75,241
41 19,252 19,446 94 16,694 18,441 147 29,047 29,633
42 25,396 32,509 95 58,432 66,672 148 42,097 51,315
43 17,235 17,671 96 24,283 28,181 149 44,414 51,544
44 15,643 15,800 97 26,700 27,375 150 24,151 34,067
45 17,137 18,014 98 28,556 31,544 151 20,123 22,228
46 28,198 32,725 99 38,088 39,051 152 19,083 20,059
47 26,767 31,064 100 13,978 14,119 153 27,266 28,660
48 16,944 17,373 101 56,562 76,015 154 36,168 48,607
49 16,800 18,014 102 39,989 48,746 155 27,911 30,831
50 20,721 21,780 103 48,204 61,705 156 69,722 77,016
51 26,890 36,138 104 44,654 54,433 157 1,18,300 1,83,716
52 64,988 68,311 105 24,907 26,180 158 34,355 39,871
53 46,441 53,896 106 21,326 21,756 159 11,612 11,846
Annexure 7-1
Table 1 - Zone-wise Population Forecast for the Study Area
160 66,473 81,030 213 20,466 28,870 266 13582 20495
161 37,168 38,108 214 25,287 33,984 267 67400 86277
162 18,669 19,046 215 26,682 39,496 268 5393 7982
163 34,675 35,552 216 30,495 37,174 269 11000 11000
164 46,347 48,717 217 11,781 13,013 270 3934 3934
165 34,551 51,144 218 11,632 14,890 271 28066 41545
166 54,538 88,837 219 8,390 10,740 272 28642 38493
167 27,410 28,812 220 18,913 24,210 273 17104 22986
168 1,44,660 2,04,057 221 17,470 25,860 274 30416 40877
169 75,856 1,01,943 222 16,813 23,717 275 45720 67677
170 1,23,713 2,11,319 223 28,552 40,276 276 31168 46136
171 30,927 32,509 224 19,923 29,491 277 29571 43772
172 28,243 50,580 225 13,544 18,202 278 23023 30941
173 32,574 35,982 226 22,298 33,007 279 24123 35708
174 32,901 42,116 227 18,818 29,224 280 38330 56738
175 22,844 24,012 228 25,916 40,246 281 38449 56914
176 22,633 23,791 229 29,814 38,165 282 87534 122744
177 77,160 94,058 230 14,508 20,465 283 8554 10950
178 20,548 22,698 231 34,434 50,971 284 23836 33623
179 79,818 1,30,016 232 53,990 1,67,686 285 59677 80201
180 41,562 53,202 233 40,002 1,03,756 286 8246 11082
181 1,36,412 2,15,060 234 21,868 30,848 287 15823 21265
182 47,102 60,295 235 25,650 34,471 288 13827 18583
183 29,271 30,011 236 11,718 11,883 289 20752 27889
184 19,960 20,465 237 7,825 8,644 Total 77,52,907 1,00,99,929
185 34,365 46,184 238 30,255 46,985
186 25,733 26,383 239 53,096 67,968
187 93,309 1,31,622 240 1,27,630 1,55,580
188 80,811 89,265 241 6,801 9,594
189 19,591 20,086 242 37,224 50,025
190 20,923 26,784 243 15,303 22,652
191 16,909 17,337 244 33,532 45,064
192 22,799 23,375 245 13,623 18,308
193 29,607 41,764 246 67,219 90,336
194 28,332 34,536 247 74,799 1,00,523
195 18,367 18,832 248 59,663 80,182
196 19,912 20,416 249 68,436 87,604
197 36,947 38,836 250 17,006 25,299
198 38,594 39,768 251 21,941 30,951
199 65,864 80,288 252 25,034 35,313
200 88,584 97,851 253 42,430 53,266
201 52,972 58,514 254 37,568 48,090
202 70,731 90,542 255 44,359 56,783
203 49,226 54,376 256 21,916 29,453
204 1,15,242 1,33,743 257 24,002 32,256
205 39,178 43,277 258 24,033 24,764
206 64,766 1,10,630 259 15,044 19,434
207 1,38,130 1,76,818 260 24,733 34,888
208 25,723 29,852 261 20,462 27,500
209 30,518 41,014 262 8,576 9,473
210 38,031 46,359 263 28,234 41,793
211 54,977 56,367 264 1,13,220 1,38,015
212 14,341 15,841 265 13,901 18,682
Annexure 7-1
Table 2- Zone-wise Employment Forecast for the Study Area
1 2,675 2,799 54 12,787 14,540 107 11,735 12,413
2 2,764 2,907 55 23,297 27,071 108 10,570 12,789
3 4,170 4,789 56 11,063 13,120 109 24,208 25,474
4 3,030 3,202 57 6,952 7,883 110 9,999 10,491
5 4,239 4,550 58 6,767 6,939 111 10,695 10,966
6 5,820 6,525 59 10,206 11,613 112 13,363 13,531
7 7,940 8,669 60 23,332 28,534 113 9,991 10,960
8 17,688 20,977 61 2,638 2,802 114 13,243 15,835
9 9,399 11,071 62 33,073 40,222 115 10,299 11,096
10 5,021 5,408 63 9,316 9,552 116 7,055 7,530
11 7,083 7,227 64 21,032 25,529 117 18,166 22,928
12 6,972 7,744 65 4,178 4,682 118 8,405 9,362
13 12,275 15,012 66 6,125 7,074 119 9,970 10,662
14 10,377 12,536 67 9,979 11,070 120 6,703 7,392
15 3,543 3,771 68 19,653 23,995 121 8,140 10,181
16 5,802 6,080 69 3,953 4,217 122 10,949 12,411
17 4,806 5,160 70 2,521 2,654 123 6,083 7,075
18 6,399 7,708 71 5,573 6,030 124 2,505 2,640
19 16,045 20,456 72 16,411 18,938 125 3,710 3,942
20 3,051 3,253 73 6,509 6,674 126 13,149 15,824
21 14,880 17,939 74 4,562 4,753 127 13,849 16,953
22 9,860 10,110 75 6,277 6,544 128 15,397 18,848
23 19,237 23,349 76 2,085 2,194 129 17,292 21,510
24 15,204 18,416 77 3,654 3,802 130 47,882 59,691
25 23,132 27,277 78 3,640 3,867 131 33,057 40,415
26 9,489 10,610 79 15,600 16,381 132 17,246 20,917
27 8,401 10,510 80 8,723 10,367 133 17,690 20,874
28 13,092 14,516 81 4,474 4,840 134 8,149 9,485
29 15,387 18,868 82 7,688 8,835 135 25,189 33,492
30 37,045 54,004 83 5,891 6,383 136 17,335 21,612
31 7,022 8,221 84 5,703 6,183 137 41,375 54,762
32 16,788 18,778 85 14,918 18,113 138 11,514 14,349
33 5,342 6,035 86 7,584 7,776 139 15,998 21,269
34 13,013 16,050 87 23,106 26,741 140 12,578 14,983
35 8,045 9,880 88 35,663 39,555 141 45,428 51,647
36 17,568 22,005 89 11,431 12,563 142 16,555 19,574
37 9,026 11,161 90 6,799 8,001 143 9,795 11,576
38 20,122 24,125 91 31,486 39,581 144 16,354 20,755
39 6,908 7,883 92 6,242 7,433 145 27,743 27,743
40 15,984 16,161 93 14,561 16,820 146 32,494 32,494
41 6,301 7,862 94 6,954 8,006 147 13,768 16,505
42 7,438 9,886 95 36,473 42,319 148 6,436 7,963
43 7,276 9,264 96 9,789 10,991 149 16,552 23,694
44 3,558 3,809 97 11,161 12,639 150 10,142 13,429
45 24,136 27,853 98 15,967 18,421 151 5,498 6,424
46 8,455 9,546 99 6,562 7,330 152 19,427 21,497
47 8,903 10,030 100 8,160 8,332 153 6,634 9,400
48 7,179 7,824 101 11,980 14,687 154 21,583 28,094
49 4,607 5,337 102 25,231 29,587 155 5,624 7,686
50 8,867 9,719 103 17,411 20,871 156 10,879 12,470
51 18,772 25,283 104 23,272 28,453 157 19,185 30,873
52 13,175 15,088 105 12,708 14,519 158 12,946 19,284
53 6,220 7,210 106 6,582 7,638 159 2,486 2,920
Annexure 7-1
Table 2 - Zone-wsie Employment Forecast for the Study Area
160 14,463 17,565 213 2,685 3,131 266 3,240 4,183
161 6,317 6,971 214 8,280 13,449 267 16,021 19,007
162 4,548 5,185 215 13,072 23,112 268 1,970 2,482
163 9,955 12,724 216 11,051 11,261 269 3,300 3,300
164 7,795 8,703 217 1,727 1,596 270 1,180 1,180
165 24,705 41,700 218 1,526 1,615 271 1,25,000 2,25,000
166 18,001 26,846 219 1,901 2,141 272 48,394 51,094
167 7,226 8,037 220 3,532 4,038 273 7,540 9,611
168 16,124 22,471 221 3,896 5,419 274 15,244 19,558
169 12,879 19,724 222 2,647 3,291 275 7,870 10,918
170 24,659 51,648 223 4,100 5,065 276 9,973 17,708
171 4,550 5,207 224 5,095 8,080 277 6,821 10,016
172 6,757 10,365 225 2,177 2,462 278 3,287 3,835
173 7,992 11,085 226 4,343 6,369 279 4,234 6,183
174 9,715 14,633 227 4,241 6,656 280 10,377 17,702
175 7,565 10,573 228 4,463 6,457 281 5,311 6,699
176 10,694 15,210 229 8,519 13,205 282 57,220 95,221
177 14,536 17,775 230 6,985 9,742 283 1,122 1,188
178 8,719 10,162 231 26,851 47,596 284 9,890 15,759
179 11,632 17,831 232 3,75,000 5,25,000 285 11,573 16,782
180 21,846 33,352 233 55,532 66,735 286 4,024 5,994
181 27,354 42,782 234 16,280 25,191 287 6,890 10,149
182 23,261 36,960 235 19,650 27,845 288 2,349 2,887
183 18,093 24,817 236 2,263 2,090 289 3,016 3,551
184 6,874 9,972 237 1,026 937 Total 42,98,112 55,75,846
185 21,551 33,177 238 52,113 76,362
186 10,187 14,913 239 11,219 16,556
187 69,078 98,215 240 39,477 50,527
188 17,706 20,083 241 892 1,040
189 6,845 9,940 242 9,137 14,610
190 26,092 40,231 243 2,007 2,457
191 7,329 8,093 244 6,901 9,369
192 21,088 23,291 245 2,449 2,833
193 16,640 20,136 246 18,783 26,030
194 49,288 56,152 247 61,701 87,711
195 15,699 16,575 248 20,130 28,738
196 4,662 5,147 249 16,035 22,140
197 10,525 11,700 250 2,231 2,744
198 14,926 19,347 251 13,573 18,443
199 18,851 27,030 252 5,486 6,385
200 14,105 16,976 253 18,524 20,816
201 12,867 17,834 254 74,220 92,260
202 11,780 16,010 255 44,878 56,158
203 11,991 15,514 256 4,507 4,998
204 22,511 29,387 257 10,926 13,951
205 13,821 15,835 258 5,439 5,162
206 17,316 27,436 259 4,390 4,777
207 37,301 58,030 260 32,374 39,292
208 9,393 10,664 261 10,096 13,954
209 10,713 13,799 262 8,305 11,656
210 5,978 7,216 263 5,744 7,856
211 18,912 18,912 264 36,517 50,039
212 1,881 1,718 265 1,823 2,026
Annexure 7-1
Annexure 9-1
Details of Key Stakeholders
The major Stakeholders in the study area are PMRDA, two corporations namely Pune and Pimpri
Chinchwad, Maha Metro along with MIDC, PMPML, Traffic police etc. In addition to above, other
stakeholders include citizen groups, employee associations, NGOs etc. Pune and Pimpri
Chinchwad have prepared its own CMPs for their respective area about a decade ago. For the
first time, PMRDA took the initiative to prepare a combined CMP for two cities and surrounding
urbanised areas and important places like Hinjewadi etc.,
PMRDA took initiative to conduct stake holder consultations in stages. Under the chairmanship
and guidance of Honourable Municipal Commissioner and other Key officers of PMRDA, stake
holder meetings have been conducted for review and guidance for preparation of CMP. Meetings
were attended by concerned officers from PMRDA, PMC, PCMC, MahaMETRO, MIDC, PMPML,
Traffic police.
In addition to above meetings, consultants have met in person important officers and citizen
groups from both the corporations. Following is the list of stake holders and the inputs received
from them.
Table 1: List of Stakeholders
Name of
No. Stakeholder Person and Date Inputs Obtained
Designation
 Committed Development plan proposals
Chief Engineer  Inputs from elected representatives for
Projects 25 May 18, METRO extensions
1 PMC
Mr Srinivas 28 May 18  Parking management strategy
Bonala  Population projection
 On-going works of road developments
 List of PCMC committed proposals in
development plan
 Details of High capacity Mass Transit
route (HCMTR)
Chief Engineer 25 May 18,
2 PCMC  Parking management strategy
Mr Rajan Patil 29 May 18
 Bus Rapid Transit status and future
plan of implementation
 Non-Motorised transit plans and PBS
scheme
 PMC High capacity Mass transit route
 Smart city proposals
Executive
 New street design works under Pune
3 PMC Engineer Mr 28 May 18
street program
Dinkar Gojare
 Urban Street Design Guideline
implementation
 Street development projects and
missing links
Executive  BRTS expansion plan
4 PCMC Engineer Mr 29 May 18  New grade separators for pedestrians
Vijay Bhojane and vehicles
 Station area plans
 Smart city proposals
5 Maha Chief Transport 22 May 18  On-going METRO works
Annexure 9-1
Name of
Designation
METRO Advisor Mr  Proposed extensions to ongoing lines
Shashikant  New lines needed for assessment
Limaye  Multi modal hubs
 Integration with existing railway lines
 New rail lines needed for assessment
 METRO work site status
Joint General  Detail integration plans with other
Maha
6 Manager Mr 22 May 18 METRO lines and proposed station
METRO
Manoj Dandare area developments
 Alternate alignments
Chief
Metropolitan  PMRDA Development plan
Planner and  Proposals needing assessments
7 PMRDA 17 April 18
Chief Engineer  Future growth directions
Mr Vivek  Short term and long term strategies
Kharwadkar
Superintending  PMRDA METRO plans
Engineer Mr  Alternative plans
8 PMRDA 4 April 18
Chandrakant  Alignment details
Jawale  PMRDA Ring road alignments
Metropolitan  Existing land use
9 PMRDA Planner Mr 4 April 18  Town planning schemes
Vijay Goswami  Population growth
Joint MD Mr  PMPML Statistics
10 PMPML 7 April 18
Charthankar  Issues faced
 MIDC industrial existing and future
11 MIDC EE Mr Nage 25 May 18 plans
 Layouts and employment statistics
Hinjewadi  Hinjewadi Traffic plan and issues faced
Employee  Assessment needed for links improving
12 HIA 26 April 18
Association connectivity
members  METRO ZIP bus service
 Pedestrian Policy and NMT plan
Sustainability
 Improvements needed in
Initiatives,
implementation of BRTS, USDG, NMT
Pedestrian first, 12 May 18,
and parking management
NGOs in Parisar, 15 May 18,
13  Walkability and junction improvements
Pune Mashal, Nagrik one to one
 State of grade separators and need for
chetana meetings
at grade crossings
Manch, C-
 Road safety concerns
PMRDA group
 Public awareness outreach strategies
Pimpri  PCMC citizens safety and walking
Chinchwad concerns
NGOs in
14 citizens forum, 18 May 18  METRO BRTS Integration
PCMC
Palladium  Station area improvement
Group  Connections with Hinjewadi, Moshi,
Annexure 9-1
Name of
Designation
Chakan
 Unsafe junctions and traffic
15 Pune Traffic 25 May 18 management concerns, junction design
improvements.
Consultants have also met several officers from various organisations for collecting the
secondary information and understanding various traffic and transportation issues.
Table 2: List of officers met for Secondary information and views
No. Name of the Department Concerned Person
1 Directorate of Industries Mr. K G Dekate - General Manager

Mr. Jadhav - Asst Enggb
2 MSRDC Mr. Sandip Patil - Executive Engg
Mr. Ajit Patil - Executive Engg
Maharashtra Tourism Department
3 Mr. Deepak Harne - Manager
Corporation (MTDC)
National Highway Authority of India
4 Mr. Milind Wabale - Technical Manager
(NHAI)
5 PCMC Mr. Shivaji Lokhande - Auditor
6 PMC Ms. Kalaskar Ulka Ganesh - Chief Auditor
7 PMPML Mr. Milind Shewale - Control Centre
Ms. Deepa Kale (NHD) - Asst Engg
Public Works Department/National Ms. Sabnis (NHD) - Asst Engg
8
Highway Division Mr. Bhosale (PWD) - Asst Engg
Mr. Gawade (PWD) - Asst Engg
Mr. R.N. Gupta - Senior Divisional Engg
9 Central Railways/Pune Railway Division
Mr. Khare - Senior Divisional Engg
10 RTO Pune Mr. Gadgil
11 RTO Pimpri Mr. Anand Patil - Deputy RTO
12 Traffic Police Mr. Moore
13 Maharashtra Pollution Control Board Mr. D.N. Yadav
Annexure 9-1
Annexure 9-2
Reserved Parking Areas for PMPML Buses
Annexure 9-2: Reserved Parking Areas for PMPML Buses
Table 1: Reserved places for PMPML in PMC Area
S. No Depot Name/ Name of Places Estimated

area (Acre)
Swargate Central Workshop and main Office – Si. Sa. No. 26/1,
1 3.5
Gultekdi Pune - 37
2 Swargate Depot- Si. Sa. No. 489, 491, Ghorpade Peth Pune- 42 2.5
3 Natawadi Depot – Final Plot No 27, Si. Sa. No. 1791 3
4 Kothrud Depot – Sa. No. 79/4+5 A/2, Sa. No.80 6
5 Hadapsar Depot- Sa. No. 26 A/2/2/1 6
6 Katraj Depot (Pune Ma Na Pa space) – Sa. No. 76+79+80+81 6
7 Pune Station Depot – Si. Sa. Mo. 12/1 4
8 Market yard Depot - Bibwewadi Sa. No. 580 1
Nigdi Depot/Central Workshop – Sector No23 (Pimpri Chicnhwad Ma.
9 9
Na Pa space)
10 Bhosri Depot – Sector No 1 (Pimpri Chicnhwad Ma. Na Pa space) 2
Pimpri Depot – Sa. No. 101/2 Ba +1 A (Pimpri Chicnhwad Ma. Na Pa
11 3.5
space)
Nigdi, Bhakti Shakti Depot – Sector No. 23 (Pimpri Chicnhwad Ma. Na
12 2
Pa space)
BHekrai Nagar- Saswad Road- Mouje Fursungi, Sa. No. 175, Hissa No.
13 6
4(Pai), 5(Pai), 9(Pai) (Pune Ma Na Pa space)
14 Shewalwadi – Mouje Hadapsar, Sa. No. 67 A (Pune Ma Na Pa space) 9
15 Balewadi – Dehu road Bypass – Sa. No.26/1 A (Pune Ma Na Pa space) 10
16 Shindewadi – Satara road (Pune Ma Na Pa space) 6
17 Bawdhan Khurd (Bhugaon) – Poud Road (Pune Ma Na Pa space) 2
18 Kothrud , Kumbre Park 2.5
19 Hinjewadi Phase -2 – Bhukhand30, M 4 1.5
20 Baner Sa. No. 111 (Part) – Sa. No. 40/1 2.5
21 Kothrud Sa. No. 69 (Part) 1.5
Total 86
Table 2: Reserved places for PMPML in Pimpri Chinchwad New Town Development
Authority Limit
S. No Peth No Use Area (Sq.m) Remarks
1 1 (Bhosari) PCMC Trnasport 9000 PMPML Depot is

using the space
2 11 (Moshi) PCMT 15800 Empty (Parking
Use – Court Case)
Annexure 9-2
S. No Peth No Use Area (Sq.m) Remarks
3 29 (Rawet) Bus Terminal 8000 Empty

4 37 (Thergaon) Bus Terminal 8000 Encroachment
5 38 (Wakad, Bus Depot & D Prabhag 17000 PCMC
Rahatni) Office and Railway
Station
6 41 Bus Terminal 8500 Encroachment
7 Akurdi D.C. City Bus Stand 3200 Empty
8 Bhosri D.C Bu. No. 12 PCMT 8540 Empty
9 Nigdi Peth No. 23 - Transport Space
have handed over
to Ma. Na. Pa.
10 5&8 Bus Terminal 6300 Under Industrial
Exhibition Center
11 20 Bus Terminal 4000 Encroachment
Table 3: Reserved Places for Mahamandal in Development plan of Pimpri Chinchwad

Municipal Corporation
S. No Places Reserved Area (Ha)
1 Dapodi Gaon, 4 to 6 out off 3/25 2.96

2 Bhosari (Landewadi) 309 out off 46 2.25
3 Charholi , 122 out off 2/114 A 1.43
4 Sangvi, 5 out off 332 0.20
5 Pimpale Saudagar, 185 Out off 369 1.20
6 Wakad, 271, 282 out off 393 0.40
7 Bhosari Authority, Sa. No. 1 out off 436 0.40
8 BHosari Authority Sector No. 5 out off 464
9 Bhosari Authority, Sector No. 11 out off 412
10 Bhosari Authority, Sector No. 31 out off 583
11 Thergaon/ Rahatni, Sector No. 38 out off, Sa. 663
No. 210
12 Talwade Gaon, Gat/398/400 out off 3/63 0.27
13 Bhosari (Ohugewadi Open Space), 385 out off, 1 0.17
Space near CME
14 Bhosari MIDC In front of Poligrass Hockey 40/A 8
Ground, 643, 649 Out off
15 Pimpri Nehru nagar, 101 out off 66 0.20
16 Near Pimpri Railway station 209, 210 out off 116 0.79
17 Bhosari, 695 Out off 422 0.50
Annexure 9-2
S. No Places Reserved Area (Ha)
18 Akurdi MIDC , Block 132 G P. 132 1

19 Rahatni Authority, Sa. No. 20, Authority Sector 6 63/2 0.60
38
20 Chinchwad gaon, Vetal Nagar, 174 out off 202 1.21
21 Pimpri, 177 Out off 53 0.88
Total 20.8
Table 4: Development Scheme of Increased Limit of Pimpri Chinchwad Miunicipal

Corporation – PMPML Reserved Places
S.No Village Name E.P.No Information
1 Talwade 88 2 Ha area for PMPML (Depot) according to sr. no.

1/73 A
2 Moshi 92 2 Ha area for PMPML (Depot) according to sr. no.
1/81 A
3 Wadmukhwadi 95 2 Ha area for PMPML (Parking Lot) (according to
sr. no. 2/71 A
4 Charholi 96 1.43 Ha area for PMPML (Parking Lot) according
to sr. no. 2/164 A
5 Dapodi 47 2 Ha area for PMPML (Parking Lot) according to
sr. no. 4/38 A
6 Wakad 56 & 99 2 Ha area for PMPML (Parking Lot) according to
sr. no. 4/38 A
7 Punawale 109
8 Kiwale 103 0.93 Ha area for PMPML according to sr. no.
4/129 A
Annexure 9-2
Annexure 9-3
Salient Features of Pune Ring Road as per DPR
Prepared by PMRDA
Annexure 9-3: Salient Features of Pune Ring Road as per DPR prepared by PMRDA
Sl. No. Description Details
Ch: 0+000 Km (at Pune – Mumbai

1 Start Chainage of the Project
Expressway)
Ch: 128+080 Km(at Pune – Mumbai
2 End Chainage of the Project
Expressway)
3 Total Length of the Project Road 128.08 km
4 Project Road Features Proposed / Designed
Four Lane with Paved Shoulders 120.58 Km
Four Lane with Paved Shoulders + Footpath
7.50 Km
cum Drain
Total (Km) 128.08 Km
5 Type of Proposed Structure Proposed Nos.
Major Bridges (River) 18
Minor Bridges (Stream) 5
Road Over Fly Over's (NH Road) 6
Road Over Bridges (Railway Lane) 3
RCC Box Culverts (Stream / Nallas) 200
Tunnels (Hillock) 7
Elevated Corridor / Structures (City road) 52
Total 291
110 m (30 m For Metro, 40 m on LHS & 40
6 Proposed Right of Way (ROW)
m on RHS For Roadway)
7 Land use pattern of the project road Approximate Percentage
Agricultural fields 8%
Vegetation 15%
Water bodies 7%
Hills 22%
Barren land 16%
Urban Built-up area 32%
Formation : 3 Lane with Shoulder on LHS

and RHS of Metro Corridor
8 Proposed Lane Configuration in Open areas Road Pavement : 2 Lane with Paved
Shoulder on LHS and RHS of Proposed
Metro Corridor
2 Lane with Paved Shoulder on LHS and

9 Proposed Lane Configuration (Built-up areas)
RHS of Proposed Metro Corridor
10 Proposed Design Speed 80-100 Kmph
11 Junctions Proposed Nos.
Major Junctions 12
Minor Junctions 11
Annexure 9-3
Sl. No. Description Details
12 City/ Villages along the project stretch 58 Nos.

13 Length of Villages /Urban 7.5 km
14 Major Connectivity Road name
Mumbai –Pune Expressway to NH 4
West-Northwest
(Mumbai-Pune)
NH 4 (Mumbai-Pune) to Nasik-Pune road
Northwest to North
(NH 50)
Nasik-Pune road (NH 50) to Pune –Nagar
North to Northeast
Road (SH 60)
Pune –Nagar Road (SH 60) to Pune-
Northeast to East
Solapur Road (NH 65)
Pune-Solapur Road (NH 65) to NH 4
East to South
(Mumbai-Pune)
NH 4 (Mumbai-Pune) to Mumbai–Pune
South to West
Expressway
15 Proposed Bus Shelter = 13 Nos. 2 x 25 Nos.
16 Proposed bus bay cum Bus Shelter = 2 Nos. 2 x 25 Nos.
17 Proposed Truck lay-by 6 Nos.
18 Proposed Wayside Amenities 6 Nos.
19 Proposed Toll Plaza 6 Nos.
20 Length of proposed Crash barrier 150 km
21 Proposed Gantry 19 Nos.
Phase 1 - Rs. 4081.23 Crores

Phase 2 – Rs. 2417.08 Crores
22 Construction Cost
Total -- Rs. 8043.23 Crores

23 Total Project Cost
Total -- Rs. 10234.04Crores
Annexure 9-3
Annexure 9-4
Proposals and Comments by Central Railways on
Draft CMP
Annexure 9-4: Proposals and Comments by Central Railways on Draft CMP
Annexure 9-4
Annexure 9-4
Annexure 9-4
Annexure 9-5
Details of Goods Traffic and Line Capacity of Pune
Railway Division
Table 1: Volume of Cargo Movement in each line

Length Goods
No. Section Year
(Kms.) trains / day
1 Lonavala-Talegaon 30 2016-17 8.4
2 Talegaon-Pune 35 2016-17 8.2
3 Pune-Daund 76 2016-17 8.5
4 Pune-Satara 145 2016-17 3.9
5 Satara-Sangli 126 2016-17 3.0
6 Sangli-Miraj 7 2016-17 4.7
7 Miraj-Kolhapur 47 2016-17 0.8
8 Daund-Baramati 44 2016-17 0.4
Table 2: List of Full Rake Goods Shed in Pune District

Full
Rake/Half
No. Terminals Code Remarks
Rake Good
Shed
1 Baramati BRMT All except POL & Coal Full Rake
2 Jejuri JJR All except POL, Outward Coal Full Rake
3 Gudmarket GRMT All except POL & Coal Full Rake
4 Karad KRD All except POL & Coal Full Rake
5 Khadki KK All except POL & Coal Full Rake
6 Lonand LNN All except POL & Outward Coal Full Rake
7 Loni LONI Only -Cement & Iron-Steel & Fertilzer Full Rake
8 Miraj MRJ All except Outward Coal. Open for Molasses traffic Full Rake
9 Pune PUNE Only Bagged consignment except Salt & Food grain Full Rake
10 Sangli SLI All except POL & Coal Full Rake
11 Saswad Road SSV Bagged consignments only Full Rake
12 Satara STR All except POL & Coal Full Rake
13 Chinchwad CCH Only automobile Traffic Half Rake
Table 3: List of Full Rake Sidings in Pune Division
No. Name of Siding Code Remarks
1 CONCOR sdg Chinchwad CRCC Container Tfc only

2 CONCOR sdg Miraj CRMM Container Tfc only
3 CWC sdg Miraj CWHC Foodgrain Traffic
4 HPCL sdg Loni HPLG POL tfc only. Open for Molasses traffic
Annexure 9-5
No. Name of Siding Code Remarks
5 HPCL sdg, Bhilwadi HPLC POL & LPG Only

6 Military sdg Khadki KASG Military Traffic
7 Rama Krishi Rasayani sdg Loni KRYL Loose Commodities
8 Ultra Tech Cement Ltd., Uruli UTCU Bulk Cement Only
Table 4: Work in Progress in Pune Division
No. Section Works in Progress
04-05: Automatic signalling LNL-Pune (PH 33)

1 Lonavala-Talegaon
15-16: PA-LNL 3rd line (PH15)
04-05: Automatic signalling LNL-Pune (PH 33)
2 Talegaon-Pune
15-16: PA-LNL 3rd line (PH15)
08-09: Electrification sanctioned (RVNL work)
3 Pune-Daund
12-13: GIT provision of run through line at GIT
15-16: GPR-Extension of PF for 5 coaches.
4 Pune-Satara
15-16: PA-MRJ-Londa Doubling (PH15)
nd
08-09: Sangli - 2 full rake siding
5 Satara-Sangli
5-16:PA-MRJ-Londa Doubling (PH15
6 Sangli-Miraj
7 Miraj-Kolhapur 08-09 : GRMT - Provision of full length goods line
98-99: BRMT-Lonand-Phaltan new line in progress
8 Daund-Baramati
12-13: BRMT -Provision of one Stabling Line
Annexure 9-5
Table 5: Line Capacity in Pune Division
%age
Charted Line
SL/TSL/DL/TL/
Length (Kms.)
Group Route
Average Nos. of train services utilisation of
System of
Capacity each
Traction
working
QL/QSL
each way Charted
Gauge
way
HDN
No.
Section Year Capacity
Goods
Other
WITH
WITH
Total
Pass
W/O
W/O
MB
MB
MB
MB
Lonavala- 2015-16 61 51 62 9.0 1.1 72 118% 141%
1 B 7 BG 30 DL E ABS
Talegaon 2020-21 144 120 75 13.2 1.0 89 62% 74%
Talegaon- 2015-16 64 54 67 9.0 1.1 77 120% 143%

2 B 7 BG 35 DL E ABS
Pune 2020-21 144 120 84 13.2 1.3 99 68% 82%
2015-16 65 55 48 10.2 0.8 59 91% 107%
3 Pune-Daund B 7 BG 76 DL D ABS
2020-21 65 55 61 15.0 1.7 78 120% 141%
2015-16 23 19 15 5.9 1.6 23 98% 118%
4 Pune-Satara D N BG 145 SL D ABS
2020-21 23 19 19 7.9 1.9 29 125% 152%
2015-16 24 20 15 4.8 1.5 21 89% 107%
5 Satara-Sangli D N BG 126 SL D ABS
2020-21 24 20 19 6.4 2.3 28 115% 139%
2015-16 25 21 16 4.7 1.5 22 89% 106%
6 Sangli-Miraj D N BG 7 SL D ABS
2020-21 25 21 20 6.3 2.1 28 114% 135%
Miraj- 2015-16 24 20 17 1.1 0.7 19 78% 94%

7 D N BG 47 SL D ABS
Kolhapur 2020-21 24 20 22 1.5 0.9 24 102% 122%
Daund- 2015-16 5 4 4 0.4 0.7 5 102% 128%

8 E N BG 44 SL D ABS
Baramati 2020-21 5 4 5 0.5 0.8 6 126% 158%
Annexure 9-5
Annexure 9-6
Mobility Management Measures
Table 1: Mobility Management Measures
Strategy Mechanism Travel changes Relevance and application for Pune context
Roadway redesign relevant where older parts of the city with narrow lanes and high
 Speed reductions density development
Traffic calming Reduces traffic speeds
 Raised footpath At schools, colleges and large institutional areas where
 Signage & markings pedestrian flow is high.
 scope exists for flexi hours for offices
Shifts travel time(when trips
Flexitime Improved transport choice
occur)  staggered office/school hours so that both trips are not part
of single peak
 Shifts congestion,
changes routes of vehicles
Road
and reduces the travel Congestion pricing difficult at the moment but pedestrianisation
/congestion Pricing
time of older parts of the city can be implemented
pricing
 reduces peak period
vehicle traffic
Distance –based Insurance cost based on distance to disincentivise longer travel
Pricing Reduces over all vehicle travel
changes by private vehicles
exclusive BRTS lanes
Bike transit integration
Public transport Shifts mode, increases transit
Improved transport choice Multi-modal facilities
improvements use
Park and ride facilities
Shuttle services for employees
Ride share is already happening through app based aggregators
Rideshare Increases vehicle occupancy,
Improved transport choice like Ola and Uber. Bus Aggregators i.e. Metro zip operating
promotion reduces trips
buses to Hinjewadi from various locations in Pune
Free bicycle parking to be developed especially in institutional
areas like schools, colleges and offices. Other vehicular parking
shall be charged even for employees.
 Bicycle parking
Shared parking can be developed by communities in core areas.
Parking  Pedestrianized streets
Development control regulations should encourage the shared
Management  Shared parking
parking schemes.
 Parking pricing policies Parking should be charged. Any subsidy or concessions for on-
street/off-street parking is detrimental for sustainable
transportation
Pedestrian and Improved transport choice, Shifts mode, increases Implementation of street design and Bicycle Master plan is in
bicycle facility improvements walking and cycling progress.
Annexure 9-6
Strategy Mechanism Travel changes Relevance and application for Pune context
improvements
Tele work Work from Home Reduced travel

Reduces vehicle ownership
Car sharing Improved transport choice
and trips
Smart growth, More efficient land use, Shifts mode, reduces vehicle
TOD is encouraged through development control regulations
new urbanism improved travel choices ownership and trip distances
Street reclaiming Police and Municipal
There is a scope for removal of encroachments on several
from Corporation should jointly
locations
encroachments take up the action
State Government can levy
fuel taxes. The collected Fuel surcharge shall be used for maintenance of transport
Fuel taxes
funds shall be deposited in facilities
Pune transport fund.
Incentives for Subsided passes for students, economically backward and old
Public transport people etc.,
users Monthly and quarterly passes for regular users
Advance information to
people, wide publicity,
Special event
Alternative traffic Festivals etc.,
Management
management measures,
discourage private vehicles
Commuter education is important part of traffic management.
Commuter Funds to be allocated for commuter education.
Through Mass Media
Education Driving licences should be issued only thorough and due to
verification and tests.
 Subsidizing transit costs for employees or residents
Pricing Policy  Parking charages from employees
 Cashing out unused parking slots
Source: Mobility Management- A Source book for Policy makers in developing cities. August, 2014
Annexure 9-6
Annexure 9-7
Parking Management Strategy
Table 1: Summary of various parking management strategies
Method Advantages Disadvantages
Pricing and Regulatory Strategies

Low implementation costs Enforcement requirements
Regulate curb-side Generates no revenue
parking (loading zones, 1-
hour limits, etc.) for Flexible – can be quickly changed or Does little to reduce overall
priority apply to specific times vehicle travel demand
May shift traffic to other
locations
Generates revenue Enforcement requirement
Reduces travel demand Risk of fraud
Imposing parking prices Allows higher priority uses more May shift traffic to other
convenient spaces locations
Moderate implementation cost
Reduces on street parking congestion
Require vehicle owners to Difficult to enforce (some
have an off street parking May reduce vehicle ownership residents may register their
space. vehicles elsewhere)
Low implementation cost
May shift traffic to other
Generates revenue
Tax parking locations
May reduce vehicle travel demand Risk of fraud
More efficient use of parking facilities
Cost effective Reduces parking convenience
Requires new administrative
Share parking facilities Can reduce parking requirements
arrangements
Flexible Depends on circumstances
More accurate parking Cost effective May create future parking

supply Can reduce parking requirements congestion problems
Cost savings Limited guidance available

Reduce parking Requires on going
requirements for mobility Can reduce parking requirements
management
management programs Create incentives for employee trip
reduction programs
Can reduce parking requirements
Transportation
Can provide many services to Requires new administrative
management
businesses, employees and arrangements
associations
customers
Control complementary Reduce vehicle travel demand Requires review and
parking passes Can increase revenue enforcement
Can reduce vehicle travel demand Requires new administrative
and parking needs arrangements
Cash out free parking
Gives employers a way to reduce
Risk of fraud
parking demand
Unbundle parking Reduce vehicle travel demand
arrangements
Annexure 9-7
Method Advantages Disadvantages
Can reduce parking requirements Risk of fraud

Increases customer choices
Other strategies
Supports land use objectives
Location efficient Reduce vehicle travel demand

Slow to achieve benefits
development Can reduce parking requirements
Increases customer choices
Response to spill over Avoids problems Requires new administrative

problems Is equitable arrangements
Reduce vehicle travel demand

Over flow parking plans Can reduce parking problems
arrangements
Is equitable
Saves money
Supports land use objectives May lead to future parking
Parking maximums
Reduce vehicle travel demand problems
Can reduce parking problems

Saves money
arrangements
In Lieu fees Results in more efficient use of May lead to future parking
parking facilities problems
Reduce vehicle travel demand
Saves money(compared with Only effective where people
automobile parking) want to bicycle
Bicycle parking May lead to future parking
Supports bicycle travel
problems
Is equitable
May increase cost
Improve parking facility
Addresses many problems Require new design
design
guidelines
Annexure 9-7
Annexure 9-8
List of Existing Off-street Parking Locations
Annexure 9-8: Details of Existing Off-street Parking Locations in the Study Area
Table 1: Details of Off-street Parking Locations of PMC
Parking Capacity
Buses Car 2 Wheeler
1 Minarvha (Mahatma Phule Mandai) 0 200 1000
2 Aryan (Mahatma Phule Mandai) 0 200 1000
3 Narayan Peth (Hamalwada) 0 180 900
29 Buses
4 Moledina Hall 400 1350
74 Taxi
Pune Mahanagarpalika Bhavan
5 0 80 800
Parking
6 Velankar Parking (Narayan Peth) 0 100 300
7 Vaikunth Shmashanbhumi 0 44 125
8 Bhau Maharaj Bol 0 0 80
9 Sangam Ghat 0 15 70
10 Dhanakwadi Truck Terminal 300 Trucks 0 0
11 Sambhaji Park Mechanical Parking 0 80 0
12 Alpna Cinema Ganeshpeth 0 0 1800
Swargate Chatrapati Shahu Maharaj
13 10 45 0
Bus Stand
14 Katraj – Rajiv Gandhi Zoo 8 78 0
15 PMPML Depot 10 47 0
16 Katraj Toll Booth 5 16 0
*Source: Pune Municipal Corporation
Table 2: Details of Off-street Parking Locations of PCMC
Prabhag Reservation Area (in

No. Area Name Survey/Gat No.
No. No. ha.)
1 Akurdi 10 307 MIDC 0.76
2 Akurdi 26 276 MIDC 0.50
3 Akurdi 26 291 159 Pae 0.10
4 Kiwale 18 4/115 72 Pae 0.05
5 Kiwale 18 4/129 79 Pae 0.93
6 Kiwale 19 4/143 85 Pae 0.05
Annexure 9-8

No. No. ha.)
7 Kiwale 18 4/154 15 Pae 0.05
8 Kiwale 18 4/159 310 Pae 0.50
9 Chinchwad 27 184 310 Pae 0.40
10 Mamurdi 18 4/172 3 Pae 0.05
11 Rawet 19 4/83 14 Pae 0.05
12 Rawet 19 4/94 95 Pae 0.05
13 Chinchwad 21 186 192 Pae 0.40
14 Chinchwad 21 201 174 Pae 0.50
15 Chinchwad 22 203 174 Pae 0.93
Si. Sa. No. 4552,

17 Chinchwad 25 178 0.08
4548
18 Chinchwad 25 177 A 199 Pae 0.10
19 Tathawade 52 23 131 1.00
20 Tathawade 52 25 1, 33, 157 0.40
21 Tathawade 52 27 27, 41, 42 3.60
22 Tathawade 52 43 75 0.40
23 Tathawade 52 45 50 0.35
24 Pipmri 41 and 42 118 210 Pae 0.09
25 Punawale 52 4/48 33 Pae 0.05
26 Punawale 52 4/64 54 Pae 0.50
27 Punawale 52 4/69 6, 7, 8 Pae 0.05
28 Wakad 53 4/5 1Pae 0.05
146, 167, 170,

29 Wakad 53 4/14 0.50
153 Pae
Annexure 9-8

No. No. ha.)
30 Wakad 53 4/28 121 Pae 0.50
31 Wakad 53 4/31 138, 140 Pae 0.05
32 Dapodi 62 3/13 12 & 13 Pae 0.65
33 Dapodi 62 3/23 6 Pae 0.05
34 Dapodi 61 3/33 85 Pae 0.10
35 Dapodi 61 3/39 80 Pae 0.10
36 Pimpri 39 53 177 Pae 0.80
37 Pimpri 40 112 331 0.10
38 Pimpri 41 115 33 Pae 0.15
39 Pimpri 41 117 210 Pae 0.09
40 Pimpri 41 123 29 Pae 0.10
41 Bopkhel 64 2/156 148 Pae 0.05
42 Bopkhel 64 2/171 Road 0.10
43 Charholi 7 2/68 1024 0.05
44 Charholi 7 2/72 1010 0.20
517Pae, 475
45 Charholi 7 2/75 0.20
Pae
46 Charholi 7 2/85 233 Pae 0.05
47 Charholi 7 2/111 139 Pae 0.05
48 Dudulgaon 6 1/227 244 Pae 0.05
102 Pae, 103

49 Dudulgaon 6 1/236 Pae, 174 Pae, 0.25
175 Pae
50 Dudulgaon 6 1/243 94 Pae 0.05
51 Dighi 31 2/124 69 Pae 0.05
Annexure 9-8

No. No. ha.)
52 Dighi 31 2/143 05 Pae 0.05
53 Bhosari 37 32 518, 519 Pae 0.15
54 Bhosari 37 37 0.51
55 Bhosari 63 18 Si. Sa. No. 2179 0.05
56 Bhosari 63 30 500, 501 Pae 0.15
57 Bhosari 35 437 1 Pae 0.24
58 Moshi 6 1/183 573 Pae 0.25
538, 540, 541

59 Moshi 6 1/190 0.77
Pae
466, 467, 469,

60 Moshi 6 1/194 470, 471, 472, 1.00
474 Pae
61 Moshi 6 1/199 450 Pae 0.05
62 Moshi 6 1/203 445 Pae 0.32
63 Moshi 6 1/205 445 Pae 1.00
64 Moshi 6 1/206 444 Pae 0.23
65 Moshi 6 1/211 325, 411 Pae 0.58
66 Moshi 6 1/218 252Pae 0.05
67 Covisawadi 7 2/4 37 Pae 0.05
68 Covisawadi 7 2/9 21 Pae 0.20
69 Covisawadi 7 2/21 186 Pae 0.05
70 Bo- Hadewadi 6 1/158 1278 to 1280 0.05
71 Wadmukhwadi 7 2/28 216 Pae 0.30
120 Pae, 121

72 Wadmukhwadi 7 2/39 1.00
Pae
73 Wadmukhwadi 7.00 2/41 121 Pae, 122 4.65
Annexure 9-8

No. No. ha.)
Pae
74 Wadmukhwadi 7 2/49 43 Pae, 44Pae 0.05
75 Chikhali 3 1/86 1567 Pae 0.05
76 Chikhali 3 1/95 1623 Pae 0.05
77 Chikhali 3 1/110 1264 Pae 0.05
78 Chikhali 3 1/118 1193 Pae 0.30
79 Chikhali 5 1/124 Gaothan 0.05
80 Chikhali 5 1/129 213 Pae 0.25
81 Chikhali 5 1/135 75, 90 Pae 0.05
82 Chikhali 5 1/151 606 Pae 0.05
83 Talwade 2 1/4 221 Pae 0.05
84 Talwade 2 1/10 162, 163 Pae 0.25
85 Talwade 1 1/19 122 Pae 0.05
86 Talwade 1 1/30 89, 90 Pae 0.20
87 Talwade 1 1/33 71, 72 Pae 0.05
88 Talwade 1 1/38 467, 468 Pae 0.20
89 Talwade 1 1/41 50 Pae 0.20
90 Talwade 1 1/66 344 Pae 0.05
*Source: Pimpri Chinchwad Municipal Corporation
Annexure 9-8
Annexure 9-9
Junction Improvement Proposals
Annexure 9-9: Junction Improvements Proposals
The list of the junctions for which drawings are provided are presented in table below. These
junctions are selected based on the following criteria.
 These are major Junctions located on the major road that connects rest of PMR area with
PMC and PCMC.
 These junctions do not have any traffic control device such as signal to manage the
traffic.
 More number of commercial vehicle traffic is observed at these junctions.
No. Name of the Junction Type of Junction
1 Mantarwadi Junction 3 Arm

2 Khadi Machine Chowk Skewed 4 Arm
3 Talegaon Chowk, Talegaon 4 Arm
4 Wageshwar Chowk, Wagholi 3 Arm
5 Ahwalwadi Junction, Wagholi 4 Arm
6 Kesnand Phata, Wagholi 3 Arm
7 Dehu Y Junction 3 Arm
8 Somatane Phata 3 Arm
9 Wakad Chowk 4 Arm
10 Chakan Chowk, Shikrapur 4 Arm
11 Koregaon Bhima Junction 3 Arm
12 Talegaon Chowk, Chakan 4 Arm
13 Undri Chowk Skewed 4 Arm
14 Limbh Phata 3 Arm
Annexure 9-9
1. Mantarwadi Junction
Annexure 9-9
2. Undri Chowk
3. Talegaon Chowk, Talegaon
Annexure 9-9
4. Wageshwar Chowk, Wagholi
5. Ahwalwadi, Wagholi
Annexure 9-9
6. Kesnand Phata, Wagholi
7. Dehu Y Junction
Annexure 9-9
8. Somatane Phata
9. Wakad Chowk
Annexure 9-9
10. Chakan Chowk, Shikrapur
11. Koregaon Bhima Junction
Annexure 9-9
12. Talegaon Chowk, Chakan
13. Undri Chowk, Chakan
Annexure 9-9
14. Limbh Pahata
Annexure 9-9
Annexure -9-10
Stakeholder Consultation Report
Annexure 9-10: Stakeholder Consultation
Consultants have consulted various stakeholders at various stages of the study to seek their
valuable inputs and also discussed various proposals identified in this study. The inputs and
suggestion by various stakeholders are incorporated in the final report of CMP.
Consultants have discussed various aspects of the study with various officials of different
organisations. The details of the same are presented in Table 1.
Table 1: Schedule of Discussion Meeting with Officials
S. No Name of Stake Name of person and Designation Date

holder
1 PMC Chief Engineer Projects 25th May 18 &

28th May 18
Mr Srinivas Bonala
2 PCMC Chief Engineer Mr Rajan Patil 25th May 18 &

29th May 18
3 PMC Executive Engineer Mr Dinkar Gojare 28th May 18
4 PCMC Executive Engineer Mr Vijay Bhojane 29th May 18
5 Maha METRO Chief Transport Advisor Mr Shashikant Limaye 22nd May 18
6 Maha METRO Joint General Manager Mr Manoj Dandare 22nd May 18
7 PMRDA Chief Metropolitan Planner and Chief Engineer 17th April 18

Mr Vivek Kharwadkar
8 PMRDA Superintending Engineer Mr Chandrakant Jawale 4th April 18
9 PMRDA Metropolitan Planner Mr Vijay Goswami 4th April 18
10 PMPML Joint MD Mr Charthankar 7th April 18
11 MIDC EE Mr Nage 25th May 18
12 HIA Hinjewadi Employee Association members 26 April 18
13 Pune Traffic Police 25th May 18
Annexure 9-10
The proposals identified in this study are discussed with various stakeholders and the details of
stakeholder consultation are presented in Table 2.
Table 2: Schedule of Stakeholder Consultation Meetings:
Sl. No. Meetings Date
1 CMP Consultation Meeting 25th May 2018
2 CMP Presentation to PMRDA 6th Aug 2018
3 CMP Presentation to PCMC 8th Aug 2018
4 CMP Presentation to PMC 14th Aug 2018
5 CMP Presentation to PCMC & NGOs 18th Aug 2018
6 CMP Presentation to Honourable Commissioner, PMRDA 18th Aug 2018
7 CMP Presentation to Honourable Chief Minister, 20th Aug 2018

Maharashtra
8 CMP Presentation to PMRDA 3rd Sept 2018
9 CMP Presentation to All Metropolitan Stakeholders 10th Sept 2018
10 CMP Presentation to Chakan Municipal Council 18th Sept 2018
11 CMP Presentation to PMU Committee, PMRDA 24th Sept 2018
12 CMP Presentation to Executive Committee 3rd Oct 2018
13 CMP Presentation to All Metropolitan Stakeholders 24th Oct 2018
14 CMP Presentation to NGOs 24th Oct 2018
Steps Followed in Stakeholder Consultations

Step1: Expert committee comprising PMRDA, Academicians, Consultants, NGOs, Traffic
Police, State Transport Departments, State Transport Corporations and other relevant
agencies were invited for consultation.
Step 2: Based on the inputs received from the expert committee during the meetings,
comments were sought on draft CMP report from the expert committee for evaluation.
Step 3: The suggestions received were incorporated and the draft plan was presented at
PMRDA, Aundh office on 10th Sept 2018 for further feedback.
Step 4: Validation meeting was organized where all the expert committee members were
invited to discuss on the draft plan. Based on the feedback, the Comprehensive Mobility Plan
has been finalized on 24th Oct 2018.
Annexure 9-10
Glimpses from stakeholder meetings
CMP Report was presented to Honourable Chief Minister Devendra Fadnavis on 20th Aug
2018.
CMP Report was presented to all stakeholders, chaired by Honourable Metropolitan

Commissioner of PMRDA on 24th Oct 2018.
Stakeholder Representation:
• Pune Metropolitan Region Development Authority (PMRDA) - Honourable
Metropolitan Commissioner, CE, SE and entire PMRDA Team
• National Highway Authority of India (NHAI)
• Maharashtra State Road Development Corporation (MSRDC)
• Public Works Department (PWD)
• Pimpri Chinchwad New Town Development Authority (PCNTDA)
• Zila Parishads
• Airport Authority of India (AAI)
• ITDP
Annexure 9-10
CMP Report was presented to all stakeholders of Pimpri-Chinchwad Municipal Corporation

(PCMC), chaired by Honourable Municipal Commissioner of PCMC on 18th Aug 2018.
• Pune Metropolitan Region Development Authority (PMRDA)
• Pimpri-Chinchwad Municipal Corporation (PCMC)
• ITDP
• Rocky Mountain Institute
Annexure 9-10
CMP Report was presented to all stakeholders of the Metropolitan Region chaired by Shri.
Vivek Kharwadkar – Metropolitan Planner on 10th Sept 2018.
• Pune Metropolitan Region Development Authority (PMRDA)
• Pune Municipal Corporation (PMC)
• Pimpri Chinchwad Municipal Corporation (PCMC)
• Pune Smart City Development Corporation Limited (PSCDCL)
• MAHA-Metro
• CRISIL – DP Consultant
The Minutes of Meeting (MoM) of stakeholder meeting on 10th September is presented
below:
Annexure 9-10
Annexure 9-10
Annexure 9-10
CMP report was presented to ITDP on 24th October 2018.
CMP Presentation to ITDP
CMP report was presented to College of Engineering Pune (COEP) on 29th October 2018.
Annexure 9-10
CMP Presentation to COEP
The comments and suggestions from Airport Authority of India (AAI) on various proposals in
the CMP are presented below:
Annexure 9-10
Annexure 9-10
Annexure 9-10
Annexure 11-1
Unit Costs used for Cost Estimation
Comprehensive Mobility Plan for PMC and PCMC
Table 1: Unit Cost of various items used for Cost Estimation
Unit Cost (in

No. Item Description Unit
Rs.)
1 Bus shelter No. 2,50,000

2 Bus bay No. 9,00,000
3 New road construction Sq.m. 3,843
4 Road overlay Sq.m. 990
5 Footpath (Concrete tiles) Sq.m. 1,710
6 Raised Pedestrian Crossing Sq.m. 2,500
7 Speed breaker Sq.m. 3,036
8 Pavement markers/ glow studs No. 510
9 Channelisation/ Island Sq.m. 2,225
10 Expressway (4-lane) Km. 10,00,00,000
11 Parking-paver blocks Sq.m. 1,673
12 Parking-bituminous Sq.m. 2,138
Running
13 Rumble Strips 700
Metre
14 Cost of New Lighting Facility (Single Arm) No. 65,000
15 Cost of New Lighting Facility (Double Arm) No. 1,00,000
16 Cost of New Lighting Facility (High Mast) No. 7,00,000
17 Cost for Improvement of Light (80w LED Lamp) No. 11,000
18 Cautionary/ Warning sign (New) No. 2,650
19 Mandatory/ Regulatory sign (New) No. 3,100
20 Informatory sign (New) No. 3,100
21 Stop sign (New) No. 5,820
Cautionary/ Warning sign (Renovation of Existing
22 No. 1,325
One)
Mandatory/ Regulatory sign (Renovation of
23 No. 1,550
Existing one)
24 Informatory sign (Renovation of Existing One) No. 1,550
25 Stop sign (Renovation of Existing One) No. 2,910
26 Street Improvement Km. 3,50,00,000
27 Renovation of Traffic Signals per Junction No. 5,00,000
28 Cycle Tracks Sq.m. 1,710
29 Traffic Calming (2 lane road) Km. 5,50,000
30 Traffic Calming (4 lane road) Km. 8,50,000
31 Auto Stand No. 2,00,000
32 Junction Improvement (4 arm) No. 25,00,000
Annexure 11-1
Comprehensive Mobility Plan for PMC and PCMC
Unit Cost (in

No. Item Description Unit
Rs.)

35 Intra-city bus depot No. 5,50,00,000
36 Inter-city bus terminal No. 75,00,00,000
37 Intra-city bus terminal No. 10,00,00,000
38 Redevelopment of Inter-city Bus Terminal No. 10,00,00,000
39 Good Terminal No. 30,00,00,000
40 BRTS Km. 20,00,00,000
41 Metro- At grade Km. 1,75,00,00,000
44 Metro- Elevated Km. 2,50,00,00,000
45 Metro- Underground Km. 6,00,00,00,000
46 Multimodal Transport Hub No. 1,50,00,00,000
47 Multimodal Transfer Stations No. 2,50,00,000
48 Multilevel Parking facility Sq.m. 10,000
49 Surface Parking facility (Off street) Sq.m. 5,000
50 Railway Line (Civil, Signalling and Electrification) Km. 20,00,00,000
52 Pedestrianisation Km. 1,00,00,000
53 ROB/RUB No. 40,00,00,000
54 Flyover Sq.m. 55,000
55 River Bridge Sq.m. 45,000
56 Grade Separator for Pedestrians Sq.m. 75,000
57 Mini Bus No. 15,00,000
58 Midi Bus No. 20,00,000
59 Standard Bus/ BRTS Bus No. 30,00,000
60 High Speed Metro Rail – Elevated Km. 2,00,00,00,000
61 High Speed Metro Rail - At-grade Km. 1,00,00,00,000
Note: Consultants’ estimated the unit cost for each of the improvement proposals with reference
to the Standard Schedule of Rates, Public Works Department, Government of Maharashtra;
Schedule of Rates, Public Work Department, Pune Region, Government of Maharashtra and past
and on-going studies carried out by the Consultants in various urban regions of Maharashtra.
All facts, figures, unit rates etc. discussed in this chapter are based on macro-level assessment.
Hence, they shall be considered as “indicative rates/ estimates”. Detailed/ micro-level cost
estimates shall be carried out separately.
Annexure 11-1
Annexure 12-1
Details of PMC Budget, Revenue Income and
Expenditure
Table 1: Budget for PMC (in Crore Rs)
Year PMC
2012-13 3633.00
2013-14 4167.50
2014-15 4150.00
2015-16 4479.00
2016-17 5199.00
2017-18 5912.00
2018-19 5870.00
Table 2: Sources of Funds for PMC
Source (Crore) 2012-13 2013-14 2014-15 2015-16 2016-17

Municipal (General) Fund
Pune Municipal Fund 1109.40 1109.40 1109.40 1109.40 1109.40
Water & Sewerage Fund 1266.72 1597.32 1906.09 1946.10 2182.46
Earmarked Funds 823.36 638.65 673.12 1261.20 719.16
Reserves & Surplus
Capital Reserves 4028.08 5051.51 5997.31 7038.70 8259.50
Secured Loan
Loans From Banks and Other Financial
188.30 168.34 146.54 122.06 2.76
Institutions
Deposits Received 564.59 602.59 634.00 678.08 859.24
Other Liability
Accounts Payable 105.05 109.19 125.10 104.67 114.78
Retirement Benefit Payable 57.18 82.19 33.26 21.96 80.64
Statutory Deduction Payable Into Govt.
107.43 162.46 114.92 109.60 81.20
Treasury
Payable to State Government 67.41 113.70 51.40 4.62 68.38
Share in Octroi payable to other agencies 27.10 8.54 8.54 8.54 -
Salary Payable 165.90 136.75 103.60 49.06 54.65
10865.7
Total 7060.39 7950.79 8908.71 9939.18
5
Table 3: PMC Capital Expenditure-Budget statement

2012-13 2013-14 2014-15 2015-16 2016-17
Budget Expenditure
Actuals Actuals Actuals Estimates Estimates
Budget 'A' Total
2606.47 2590.42 2840.46 3760.34 4729.64
Expenditure
Annexure 12-1
2012-13 2013-14 2014-15 2015-16 2016-17

Budget Expenditure
Actuals Actuals Actuals Estimates Estimates
Budget 'C' Total
588.65 699.03 749.87 723.35 1121.38
Expenditure
Budget 'A' + 'C' Total
3609.68 4156.50 4021.47 4483.69 5911.02
Expenditure
Table 4: Capital Expenditure
Capital Expenditures - A (in lakhs)

2012-13 2013-14 2014-15 2015-16 2016-17 2016-
Major head
Actuals Actuals Actuals Estimate Estimate 17 %
PMC Office
Building and
- 1.00 2.95 4.68 29.05 1.74%
Other PMC
Buildings
Primary
- 47.58 27.22 33.88 45.34 2.72%
Education
Secondary
- 0.94 0.20 0.29 0.11 0.01%
Education
Health
- 37.87 30.60 36.35 65.12 3.90%
Department
Road Sweeping
and Solid Waste
- 62.22 52.12 117.34 53.86 3.23%
Management
Department
Road 32.70
- 552.24 492.97 585.16 545.88
Development %
Traffic Control - 56.48 47.82 52.04 80.03 4.79%
Electricity
- 83.52 95.13 71.07 113.91 6.82%
Department
Bridge and River
Development
- 22.70 15.18 38.72 69.46 4.16%
(Development
Scheme)
Maintenance of
Buildings,
- 19.20 2.86 7.29 63.75 3.82%
Offices, PMC
Colonies
Fire Brigade - 5.64 1.37 1.61 0.00 0.00%
Gardens and
- 76.32 73.08 77.06 75.61 4.53%
Zoos
Sports and
- 5.41 32.88 22.91 21.49 1.29%
Playgrounds
Cultural Centres - 29.80 16.02 29.66 58.89 3.53%
Market - 5.41 9.89 12.52 13.72 0.82%
Annexure 12-1
Capital Expenditures - A (in lakhs)

2012-13 2013-14 2014-15 2015-16 2016-17 2016-
Major head
Actuals Actuals Actuals Estimate Estimate 17 %
Work Done by
- 32.25 18.04 16.16 16.16 0.97%
Ward Offices
75.03
Total - A 1053.52 1038.57 918.32 1077.07 1252.36
%
Capital Expenditures - C (in lakhs)
2012-13 2013-14 2014-15 2015-16 2016-17 2016-
Major head
Actuals Actuals Estimate Estimate Estimate 17 %
Water Supply 23.08
- 342.37 299.47 307.60 385.22
Projects %
Drainage
- 68.41 78.34 61.40 25.65 1.54%
Management
Works Done by
- - 3.65 3.23 5.87 0.35%
Wards Offices
24.97
Total - C 199.58 410.78 381.46 372.22 416.74
%
Grand Total (A 100.00
1253.1 1449.35 1299.78 1449.29 1669.10
+ C) %
Table 5: PMC Income
Income (Crore) 2012-13 2013-14 2014-15 2015-16 2016-17

Property Tax & Water Tax 844.10 968.14 1144.32 916.58 1503.01
Local Body Tax 1149.04 1032.94 1303.33 1463.45 1393.61
Rental Income from Municipal
14.97 51.02 31.54 16.35 22.40
Properties
Fees and User Charges 774.37 726.25 946.88 1184.53 663.06
Sale of Forms & Publications 45.20 34.47 28.84 29.57 32.49
Revenue Grants, Contribution &
250.02 269.83 104.13 110.05 334.84
Subsidies Received
Interest 146.83 110.84 92.31 84.08 190.54
Other Income 33.27 55.63 38.54 56.01 87.74
Others Taxes 1.08 1.16 1.60 1.35 1.50
Total 3258.87 3250.28 3691.50 3861.96 4229.19
Annexure 12-1
Table 6: PMC Expenses

2012- 2013- 2014- 2015-
Expenses (Crore) 2016-17
13 14 15 16
Establishment Expenses 704.61 654.63 849.70 1144.46 1052.26
Administrative Expenses 187.83 150.90 181.37 173.06 214.69
Operation & Maintenance 138.05 152.27 147.84 199.80 523.72
Repairs & Maintenance Expenses of
175.30 202.26 152.29 177.31 354.48
Assets
Interest and Finance Charges 21.31 18.60 16.85 14.16 11.03
Programme Expenses 11.22 7.79 7.60 8.15 20.43
Revenue Grants, Contribution & Subsidies 246.19 435.74 446.26 223.72 519.99
Miscellaneous Expenses 6.56 7.79 5.58 7.20 8.46
Provision For Over-dues Property Tax &
146.30 132.67 196.25 74.31 256.59
Rent Receivable
Total 1637.35 1762.64 2003.73 2022.17 2961.63
Surplus Before Appropriation &

1621.52 1487.64 1687.77 1486.16 866.60
Depreciation
Appropriations 1617.37 1546.24 1706.51 1997.12 1027.43
Depreciation 233.08 271.10 310.35 353.63 400.96
Total 1850.46 1817.34 2016.86 2350.75 1428.39
Surplus / (Deficit) After Appropriation &

228.93 329.70 329.09 510.96 160.83
Depreciation
Total 3258.87 3250.28 3691.50 3325.95 2134.16
Table 7: PMC Debt Ratio
Year 2012-13 2013-14 2014-15 2015-16 2016-17

Debt Service Ratio 40.84% 39.09% 44.08% 47.98% 9.81%
Annexure 12-1
Annexure 12-2
Details of PCMC Budget, Revenue Income and
Expenditure
Table 1: Budget for PCMC (in Crore Rs)
Year PCMC
2012-13 2862.54
2013-14 2024.91
2014-15 3400.00
2015-16 3615.00
2016-17 3982.00
2017-18 5064.00
2018-19 5235.00
Table 2: PCMC Income
Income 2012-13 2013-14 2014-15 2015-16 2016-17
Previous year balance 34.28 97.82 90.35 184.92 -

Octroi 1171.48 838.21 1039.36 1283.75 -
Tax collected 148.55 251.43 312.17 324.48 310.57
Interest deposited & other interest 39.35 70.24 93.94 83.17 86.81
Water tax 24.96 31.51 31.34 32.42 27.73
Other water tax savings 6.37 2.25 1.26 7.9 6.12
Investment savings 15.45 46.73 60.16 110.03 73.35
Deposit on building permission 169.64 285.73 193.75 286.1 261.11
Other department deposit 57.28 60.97 51.37 66.45 139.07
Total income 1633.08 1587.07 1783.36 2194.3 2114.44
Previous year balance + Total income 1667.36 1684.89 1873.74 2379.22 2114.44
Table 3: PCMC Capital Expenditure
No. Capital Expenditure 2012-13 2013-14 2014-15 2015-16 2016-17 2016-17 %
1 Civil** 475.04 365.78 487.87 591.82 647.94 71.71%

2 Electricity 31.5 29.9 33.06 15.97 24.31 2.69%
3 Water 36.14 78.14 67.98 65.38 59.51 6.59%
Schools, Slum,
4 32.59 20.17 12.26 15.1 17.45 1.93%
Public Toilets Etc.
5 Total (1+2+3+4) 575.27 493.99 601.17 688.27 749.21 82.92%
6 Environment 3.34 8.3 7.55 7.97 8.17 0.90%
7 Vehicle Purchase 1.67 0.45 4.53 0.63 2.92 0.32%
Annexure 12-2
No. Capital Expenditure 2012-13 2013-14 2014-15 2015-16 2016-17 2016-17 %

8 JNNURM & BRTS - 219.45 58 97.52 143.2 15.85%
Total 580.28 722.19 671.25 794.39 903.5 100.00%
Table 4: Expenditure under Civil**
No. Capital Expenditure 2012-13 2013-14 2014-15 2015-16 2016-17

1 Civil** 347.9 269.48 388.03 483.95 509.82
2 Land Acquisition 111.74 87.64 93.27 92.88 125.99
3 Electricity 31.5 29.9 33.06 15.97 24.31
4 Water 70.02 67.42 54.45 59.72 56.26
Schools, Slum, Public Toilets
5 32.59 20.17 12.26 15.1 17.45
Etc.
6 Total (1+2+3+4+5) 593.75 474.61 581.07 667.62 733.83
7 Environment 7.7 19.39 21.56 20.66 15.37
8 Vehicle Purchase 1.67 0.45 4.53 0.63 2.93
Total 603.12 494.45 607.7 688.9 752.14
9 JNNURM & BRTS - 219.45 58 97.52 143.2
Table 5: Expenditure under Civil**
No. Expenditure 2012-13 2013-14 2014-15 2015-16 2016-17

1 Murom Roads 17.96 14.91 9.73 10.23 8.19
2 Tar Roads 66.68 53.54 63.82 30.44 48.43
3 Footpath & Others 19.98 15.37 14.84 15.88 25.71
4 Bridges & Projects 44.41 3.34 2.27 0.18 11.2
5 Civil Related Works 9.07 8.03 29.09 16.88 18.09
Total (1+2+3+4+5) 158.1 95.19 119.75 73.61 111.62
7 Others 189.8 174 268.12 410.34 398.2
Civil (6+7) 347.9 269.19 387.87 483.95 509.82
Annexure 12-2

1 CMP

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1 CMP

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PUNE METROPOLITAN REGION

COMPREHENSIVE MOBILITY PLAN

L&T Infrastructure Engineering Ltd.

AAI Airport Authority of India

MDR Major District Roads

TOD Transit Oriented Development

4.13.7 On-Street Parking ..................................................................................................... 4-56

8.2 Planning Period ..................................................................................................................... 8-2

9.8.4 Signalisation of Junctions ......................................................................................... 9-99

Figure 9-21: Conceptual Alignment of Intermediate Ring Road ........................................................ 9-41

Chapter - Executive Summary

E-2 Study Area

Figure E-1: Study Area Map

E-3 About CMP

E-4 Need for Comprehensive Mobility Plan

E-5 Existing Traffic and Transportation Scenario

Major Traffic and Transportation issues in the Study Area:

E-6 Traffic Surveys

E-7 Traffic and Transportation Characteristics

 The share of through traffic is 7% in passenger vehicles and 9% in commercial vehicles

Screen Line Surveys

Mode PMC PCMC

Total Trips Motorised Trips

E-8 Service Level Benchmark

No Benchmark Inference as per MoUD Guidelines

No Benchmark Inference as per MoUD Guidelines

E-10 Urban Growth

Figure E-2: Growth Direction of Pune

Pune Municipal Corporation 37,13,999 45,27,344 52,54,167

E-11 Travel Demand Forecast

Travel Demand Scenarios

Sustainable Urban Scenario (Transport Network Improvements + Public Transport

Sustainable Urban Scenario Year-2018 Year-2028 Year-2038

E-12 Stakeholder Consultations

E-13 Urban Mobility Plan

No. Proposed Public Transport Corridor Length PHPDT

No. Proposed Public Transport Corridor Length PHPDT PHPDT

Figure E-3: Recommended Mass Transport Corridors in 2028

Figure E-4: Recommended Mass Transport Corridors in 2038

Road Network Development

Figure E-5: Proposed Ring Roads in the Study Area

 4 locations have been identified for ROB/RUB

 5 locations have been identified for up-gradation of ROB/RUB

Terminals and Depots

Freight Movement Plan and Truck Terminals

 High Speed Metro Link to be provided from Hadapsar to Proposed Airport

Figure E-6: Proposed Conceptual Bypass Railway Line

E-14 Cost Estimates

E-15 Resource Mobilization

Beneficiaries of investments in urban transport can be categorised as direct beneficiaries such as

FINANCING URBAN TRANSPORT

Figure E-7: Sources for Financing Urban Transport

E-16 Institutional Issues

Figure E-8: Full Functions of UMTA

Transport and Communication Division within PMRDA

E-17 Implementation Plan

1.2 About CMP

 To focus on the improvement and promotion of public transport, non-motorized vehicles

 To provide an effective platform for integrating land use and transport

 A low-carbon mobility plan for the city

 To focus on the optimization of goods movement

1.3 Need for the Study

1.4 Scope of CMP