Surat

SURAT
Trans-Vision 2030
COMPREHENSIVE MOBILITY PLAN

and
BUS RAPID TRANSIT SYSTEM PLAN
Volume-I: Executive Summary Report
PROJECT DPR SUBMITTED TO: MINISTRY OF URBAN DEVELOPMENT
GOVERNMENT OF INDIA
FEBRUARY 2008
An Initiative of
SURAT MAHANAGAR SEVA SADAN

Project Development Technical Team
CENTRE FOR ENVIRONMENTAL PLANNING AND TECHNOLOGY
Ahmedabad
In Association with
Lea Associates South Asia Pvt Ltd, New Delhi
Technical Advisors
Institute for Transportation & Development Policy, New York
Surat Trans-Vision 2030 Surat Mahanagar Seva Sadan
TABLE OF CONTENTS
PART-I: EXISTING SITUATION

1. Executive Summary ....................................................................................................................... 1
1.1 Background ......................................................................................................................... 1
1.2 Vision .................................................................................................................................. 2
1.3 Comprehensive Mobility Plan ............................................................................................. 2
1.3.1 Structuring Regional Development ........................................................................ 3
1.3.2 Structuring Urban Landuse: ................................................................................... 3
1.3.3 Structuring Regional Rail and Road Network ........................................................ 5
1.3.4 Structuring Urban road Network ............................................................................ 5
1.3.5 Developing terminals ............................................................................................. 7
1.3.6 Developing Transport Systems.............................................................................. 8
1.3.7 Plan for Non-motorized movement ........................................................................ 9
1.4 The BRTS Plan ................................................................................................................... 9
1.4.1 BRT System and Corridors .................................................................................. 10
1.4.2 Roadway Design:................................................................................................. 11
1.4.3 Bus Stations ......................................................................................................... 12
1.4.4 Planning of Bridges and Flyovers ........................................................................ 12
1.4.5 Vehicles................................................................................................................ 12
1.4.6 Services ............................................................................................................... 12
1.4.7 Route Structure and Fare Collection: .................................................................. 13
1.4.8 ITS Applications ................................................................................................... 14
1.4.9 Institutional Framework / Systems Operations .................................................... 14
1.5 Project Scope.................................................................................................................... 15
1.5.1 Project Financing of Phase-1 BRTS .................................................................... 16
1.6 Land Use Restructuring .................................................................................................... 17
1.7 Economic Evaluation ........................................................................................................ 17
1.7.1 Profitability of Bus Operations.............................................................................. 17
1.8 Way forward ...................................................................................................................... 18
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LIST OF TABLES
Table 1: Project Scope and Base Costs .................................................................................................................................. 16

Table 1: Project Funding Pattern ............................................................................................................................................. 16
Table 3: Economic Analysis Summary..................................................................................................................................... 17
Table 4: Extent of Viability Gap (in %) ..................................................................................................................................... 18
Table 5: Extent of Viability Gap (in Lakh Rs.) .......................................................................................................................... 18
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LIST OF FIGURES
Figure 1: Conceptual diagrams of development patterns .......................................................................................................... 2

Figure 2: Proposed Cross Section across the Khadi Edge........................................................................................................ 9
Figure 3: Typical Cross section for 60 m cross section ........................................................................................................... 11
Figure 4: Junction Design for 60 m cross section .................................................................................................................... 11
Figure 5: Typical 45 m RoW cross section............................................................................................................................... 11
Figure 6: Typical Junction Design for 45 m RoW..................................................................................................................... 11
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LIST OF MAPS
Map 1: Regional Nodes and Road Network............................................................................................................................... 3

Map 2: Population and Employment Density ............................................................................................................................. 4
Map 3: Regional Rail Corridor.................................................................................................................................................... 5
Map 4: Regional Transit Corridor ............................................................................................................................................... 5
Map 5: Urban road network restructuring-ring and radial pattern .............................................................................................. 6
Map 6: Existing and proposed river bridges............................................................................................................................... 6
Map 7: Existing and proposed rail over bridges/ Underpasses ................................................................................................. 7
Map 8: Proposed Goods Terminals ........................................................................................................................................... 7
Map 9: Proposed Regional Bus Terminals................................................................................................................................. 8
Map 10: BRTS Phasing of Corridors.......................................................................................................................................... 8
Map 11: Showing the khadi/creek in Surat along with the proposed road network ................................................................... 9
Map 12: Proposed BRT routes................................................................................................................................................. 10
Map 13: Integrated Transit System for Surat, Transit Line Diagram ....................................................................................... 12
Map 14: Proposed BRT routes................................................................................................................................................. 13
Map 15: Proposed BRT routes and interchange stations ........................................................................................................ 14
Centre for Environmental Planning and Technology & LEA Associates South Asia Pvt Ltd iv
LIST OF ABBREVIATIONS
BRTS Bus Rapid Transit System

CEPT Centre for Environmental Planning & Technology
CES Consulting Engineering Services Pvt. Ltd.
CMIE Centre for Monitoring Indian Economy
CNG Compressed Natural Gas
CRRI Central Road Research Institute
DCR Development Control Regulation
DPR Detailed Project Report
FSI Floor Space Index
GIDB Gujarat Infrastructure Development Board
GIDC Gujarat Industrial Development Corporation
GSRTC Gujarat State Road Transport Corporation
ITS Intelligent Transport System
IRDP Integrated Road Development Program
JnNURM Jawaharlal Nehru National Urban Renewal Mission
LRT Light Rail Transit
MOU Memorandum of Association
NMV Non-motorised Vehicle
NUTP National Urban Transport Policy
PCU Passenger Car Unit
SEZ Special Economic Zone
SMC Surat Municipal Corporation
SPM Suspended Particulate Matter
SUDA Surat Urban Development Authority
TAZ Traffic Analysis Zones
UP Under pass
V/C Volume / Capacity
ROW Right of Way
ROB Rail Over Bridge
RUB Rail Under Bridge
RTO Road Transport Office
RSPM Respirable Suspended Particulate Matter
Centre for Environmental Planning and Technology & LEA Associates South Asia Pvt Ltd v
1. Executive Summary
1.1 Background
Surat is India's ninth and Gujarat’s second most populous city with a population of 3 million
(2001). It is the fastest growing city in India with a decadal growth rate of 85% from 1991-
2001. Surat has made an important position in the world and national economy. The economy
is based on the diamond trade, zari and textiles (power looms). The textile and diamond units of
Surat region contribute to:
42 % of the world’s total rough diamond cutting and polishing
70 % of the nation’s total rough diamond cutting and polishing
40 % of the nation’s total diamond exports
40 % of the nation’s total man made fabric production
28 % of the nation’s total man made fibre production
18 % of the nation’s total man made fibre export
12 % of the nation’s total fabric production
The intensification of oil and gas exploration activities has led to expansion of the economic
base to gas based industries at Hazira. In parallel to the industrial expansion, Surat emerged as
a major center for trade and commerce in the region and a silent evolution has been that of the
informal sector.
Surat has been experiencing a 6% plus annual population growth since 60’s, placing Surat 9th
in terms of size countrywide (2001). Given the sound economic base, the city is located on the
Delhi-Mumbai Industrial corridor. Several SEZ’s are being set up outside the city limits. Rapid
growth continuing, the city is expected to grow to accommodate 80 to 90 lakh people by 2031.
Growth management is a major issue.
Despite the size and economic importance the city commands, Surat still does not have an
efficient public transport system. It is to be noted that Surat is a migrant city and is faced with
unfavorable income distribution. Incomplete network, missing hierarchy in road network system,
poor quality of facilities for pedestrians and bicyclists, inadequate traffic management are some
of the critical issues the city is faced with. The inner ring road, which is yet to be completed as a
full ring, is faced with excessive dependency. The sustenance of Surat’s growth can only be
possible with the development of an efficient transportation system. The city and the state
governments have initiated several measures to ameliorate the situation. The city bus services
is operated by private contractors on a route contract basis offered to the people since August
2007. SMC in charge of allocating routes and services. In addition, SMC has fixed design
standards for urban roads and has developed some roads to cater to non motorized transport
such as bicycles as well as earmarked spaces for the informal sector. Other initiatives in
decongesting city roads include grade separated junctions at key locations, paid parking and off
street parking structures. Continuing with these, the effort in this report is to evolve a
‘Comprehensive Mobility Plan’ and a “Mass Transit Plan’ in the form of BRTS.
Centre for Environmental Planning and Technology & LEA Associates South Asia Pvt Ltd 1
1.2 Vision
The city recognizes that the transportation systems do more than moving people:
they provide access to employment, education, shopping, health, entertainment
opportunities;
they affect income levels of people,
they affect land values, and
they affect environment.
In essence, they determine quality of life in an area.
The goal of the Surat Comprehensive Mobility Plan is to provide ‘Integrated land use and
transportation system, that minimizes the need for travel, provides choices for modes
that are safe, socially, economically, financially and environmentally sustainable and
provide a global image for the city’. The attempt is to structure/restructure land use and
transportation systems such that the outcome leads to minimizing travel through reduction in
trips, trip lengths and shifting trips on to transit and non-motorized modes from personalized
modes. While sustainability remains the key focus of the plan, as echoed in the city vision; “A
Global City with Global Standards and Global Values” by the people of Surat, developing
world-class standards would define the project specifications.
1.3 Comprehensive Mobility Plan

Being located on the proposed DMI Corridor, the city authorities recognise the need for taking a
long term perspective and looking at a regional scale. Conceptually, the development pattern
may be organized in different ways; Concentric growth Concept, Ring Town Concept, Corridor
Development Concept and Corridor-Node Concept as shown in the map below.
Figure 1: Conceptual diagrams of development patterns
Following the concept, a regional structure has been recommended to facilitate transit oriented
development.
1.3.1 Structuring Regional Development
The analysis broadly identified the growth

trends, settlement pattern and proposed a
broad regional structure and also a network to
connect these. As part of Urban-05 Vision,
several proposals for location of various
economic activities within the vicinity of Surat
have been expressed. These include
industrial nodes at Sachin and Kamrej,
developing Surat and Navsari as twin cities
and a corridor between Surat and Navsari with
an intermediate node at Mahuva.
1.3.2 Structuring Urban Landuse:

Structuring of urban landuse has also been
Map 1: Regional Nodes and Road Network
attempted. Of the alternative forms, a corridor
based land use structure has been
recommended as represented in future population density maps below. While a dispersed trip
pattern resulting from mixed land use such as Surat is desirable to keep trip lengths short, it is
also essential to identify critical corridors which can be developed with higher density. These
corridors will act as future public transport corridors and provide a viable demand for public
transport.
Population Density 2001 Scenario 1: Population Density 2031 Scenario 2: Population Density 2031
p
0 - 10
11 - 25
26 - 50
51 - 100
101 - 300
301 - 500
501 - 800
801 - 2000
Employment Density 2005 Scenario 1: Employment Density 2031 Scenario 2: Employment Density 2031 Legend
Map 2: Population and Employment Density
1.3.3 Structuring Regional Rail and Road Network
As the concentration of activities both within the urban areas and around the city increases, to
distribute traffic, it is necessary to develop a network that enables bypassing traffic from urban
roads. The proposals include extension to existing road
network to connect emerging nodes.
Regional Freight Corridor: Large number of passenger
and goods trains passes through the city of Surat. A
proposal for third rail line corridor is also under
consideration by Indian Railways. Indicative location of
third railway line (by-pass line for freight) is proposed
based on the following considerations. The same is being
forwarded to the railway ministry by SMC for
consideration.
Regional Transit Corridor: Developing high speed

connectivity to ‘Hazira-Airport-Sachin-Kadodra (50 Kms)’
and ‘Sachin-Navsari (20 Kms)’ corridors is a priority
action to be included as part of regional corridor
development initiatives. Choice of technology in terms of
Map 3: Regional Rail Corridor
LRT or BRT or any other forms may be
carried out along with detailed corridor
development feasibility studies and
planning exercises. A feasibility study is
to be undertaken.
1.3.4 Structuring Urban road

Network
The objective is to establish a road
hierarchy by designating roads as
regional and urban Roads. Further
urban roads are classified as arterial,
sub-arterial, collector/distributor and
local streets. This is an important step
towards managing traffic, wherein
design and management of roadway
Map 4: Regional Transit Corridor
would be done according to prescribed
standard.
Y
WA
IGH
EH
R10A AT
ST R9B
R8A
R10A
R9
B
R11
R1 Ring
2
A
R13
C2-A R9B
R11A
R1 R10A R9A
2 R8A
R13
R1
R13
R1
R10 R9
2A 11
R2-A
NATIONAL
HIGHWAY
R8A
1
R8
R15
R
R1 4
R14
R15 R 2-A
R14 R7
4 R1 1 R7
R1 5 C R7
g
5 in
R1 R
R1 R3 R4 R5 R2-A
Ring
Ring
Ring
Ring
C2
C4
C3
C5
R7
A
R15
R6
R3
R5 A
-A
R2 -B
R4A
R2
-AA
5 R2
R1
R2
R2
R2
R2
NA
T R6
A
HIG ION
R4A
R3
H W AL
R5
AY
A
R2
R2 R5A
R6
R2
R3A
R2
R5A
R4A
Map 5: Urban road network restructuring-ring and radial pattern
1.3.4.1 Connectivity across the river

River Tapi crosses the city at its centre. The urban road restructuring proposal involves
strengthening the connectivity across the east and west part of the river. River bridges at new
locations based on the ring and radial road network are hereby proposed.
AY
HW
HIG
ATE
ST
R22
R9B
R8A
RB3
R25
R10A
RB1
R11
RB4 Ring C2-A

A
R9B RB2
R23
R1
2
R11A
R9A
R10A
R1
R13
2
B2
R8A
B1
R1
B3
R1
2A
R13
R9
1
R2-A
NATIONAL HIGHWAY
R10 R8A
R8
R1
RB5
R24
R27
R14
AB1
A
R14
R20
B4 R7 R2-
R1
7A R7
R2
5
R19
RB7 B5 Rin
g
C1
R7
Ring C2
Ring C4
R5
Ring C3
R1
Ring C5
B6 R3 R4 R2-
A
R7
AB2
RB6
R26
R6
R3A
R5A
-A
R2
R2-B
R4A
AA
R2-
R21
R2
R18B
R18A
R18
B7 NA
TIO
NA
LH
IGH R6
R3A
WA
R4A
Y
R5
A
R28
R29 R6
R17A
R16A
R16B
R16
R17A
R17
Legend:
Existing Bridges
Proposed Bridges
Additional Bridges
Map 6: Existing and proposed river bridges
1.3.4.2 Connectivity for the urban roads across the rail corridors through Rail over bridges
Rail over bridges are proposed to ease the connectivity across the urban rail crossings.
Map 7: Existing and proposed rail over bridges/ Underpasses
1.3.5 Developing terminals
1.3.5.1 Goods Terminal:

Due to absence of organized goods terminal in the city, heavy trucks are plying on congested
city roads and causing fatal accidents. Based the origin-destination of goods movement, four
potential locations (one in each direction of major goods entry) were examined and proposed.
Y
WA
IGH
EH
AT
ST
R22
R9B
R8A
R2
2
R10A
5
R11
Ring C2-A
A
R9B
R23
R1
2
R11A
R9A
R10A
R1
2 R8A
R13
R1
R1
2A
R13
R9
1
R10 R2-A
NATIONAL HIGHWAY
R8A
R8
R1
3
R24
R14
R27 A
R20 R7 R2-
R14
R1
7A R7
R2
5
R7
C1
g
R19 Rin
Ring C2
Ring C4
R5
Ring C3
R1
Ring C5
A
R3 R4 R2-
R7
R26
R6
R3A
R5A
-A
R2
R2-B
R4A
AA
R2-
R21
Proposed locations:
R2
R18B
R18A
1.Gothan
R18
NA
TIO
NA
LH R6
IGH
R3A
WA
2. Laskana
R4A
Y
R5
A
R28
9
4 3. Kadodara Road
R2 R6
R17A
R16A
4. Sachin Road
R16B
R16
R17A
R17
Map 8: Proposed Goods Terminals
1.3.5.2 Regional Passenger Transport Terminals:

The GSRTC regional terminal and the private bus parking places are located in close proximity
to several activity nodes within the city. Due to the movement of these congestion created is
high. Though in terms of physical location they are in the centre, in terms of time distance it is
not the same. Decentralized terminal development is proposed at three locations.
Existing locations should be used as urban transit terminal and terminal for some limited
regional services
New regional terminals should be developed for both public and private transport services.
On street parking of regional transport buses is to be banned.
Map 9: Proposed Regional Bus Terminals
1.3.6 Developing Transport Systems

Keeping the demand and other conditions as a basis, arterial road network of about 125
kilometers in length has been identified for developing the Bus Rapid Transit System in Surat.
Further about 30 kms of circular network has been identified for implementation during the
phase-1 of the project. LRT option was also analysed. The option did not provide any significant
additional benefits.
7 Amroli
ad
Rand
ro
li
ro
3
er ro
Am
Savji Korat Jn.

m
ad
aa
ad
rg
ro
ta
ha
hc
Ka
rac
Va
2
4 4 6
3
7
10 8 5
Pal
Jkaatnaka Surat Bar
10 9
Ring
road
doli road
5
1 Ro
ad
nal
Ca
as
um
ra t- D
Su
8
Dumas Anuvrat
Su
Resort Dwar
9
rat
Na
2
vs
ari
roa
d
Airport
Sachin 1
Phase 1
Phase 2 Proposed BRT routes (pha
Phase 3 Proposed BRT routes (oth
Map 10: BRTS Phasing of Corridors
1.3.7 Plan for Non-motorized movement

Bicycle tracks are planned on arterial network. The proposal is to provide segregated bicycle
facilities on all arterial roads (35 meters and wider). The natural drains in the city are also
proposed to be developed as urban spaces with pedestrian and bicycle facilities.
Map 11: Showing the khadi/creek in Surat along with the proposed road network
Estimated cost of redevelopment of natural drains (clearing, lining etc.,) inclusive of bicycle and
pedestrian facility over 60 kms of primary drainage network works out to Rs. 180 Crores.
Pedestrian and bicycle facilities on other roads is included in the respective road development
works.
Figure 2: Proposed Cross Section across the Khadi Edge
1.4 The BRTS Plan

BRTS consists of several components designed to function together so as to generate superior
services, which are comparable with other mass rapid transit system including metro rail
system. Some or all of these elements are integrated to form BRTS, which will ensure fast,
reliable, secure, high capacity service, which also has a distinct identity. The project in Surat
uses several of these to put together an integrated system.
1.4.1 BRT System and Corridors

The primary objective of the initiative is to make Surat more accessible. Here the term more
accessible is used to include physical, social and economic accessibility. This is achieved
through a set of interrelated investment and policy decisions.
The BRT system plan is developed keeping the following as guiding principles:
Given the present low levels of public transit patronage, the prime task of the initiative at
this stage is to develop a market for public transport.
To choose options which are technically feasible to implement (road width, corridor length,
fewer bottlenecks-junctions, level crossings, flyovers etc)
To minimize environmental and social adversity issues, and
To ensure system wide impact.
System wide impacts include relief from congestion, improved safety, maximization of the
ridership serving the needs of the poor, to provide opportunities for transit-oriented
development/ promote compact city, and enable integration with other modes. The expected
impacts have to be citywide and not limited to small areas. Keeping these as a basis, in line
with the travel demand, arterial road network of about 125 kilometers in length has been
identified for developing the Bus Rapid Transit System in Surat. Further about 30 kms of
network has been identified for implementation during the phase-1 of the project. These are
expected to provide greater accessibility to amenities and opportunities for mobility in Surat.
The selected corridors have been depicted in the map below
Sarthana jakaatnaka
Surat rly. Stn.
Udhna
darwaja
Dumas
resort
Sachin GIDC
Proposed BRT routes (ph
naaka
Route 1 Route 2 Route 3 Proposed BRT routes (oth
Map 12: Proposed BRT routes
1.4.2 Roadway Design:

The proposed cross sections as per the available ROW are presented below.
CL OF ROAD
UTILITY UTILITY
SEPARATOR SEPARATOR
500 500
1000 7000 5250 2000 250 9000 3500 3000 3500 9000 250 2000 5250 7000 1000
FOOTPATH SERVICE LANE ACTIVITY AREA/PEDESTRIAN CYCLE CARRIAGE WAY SEPARATOR BUS LANE MEDIAN BUS LANE SEPARATOR CARRIAGE WAY CYCLE ACTIVITY AREA/PEDESTRIAN SERVICE LANE FOOTPATH
PATH/DRAIN/ PARKING TRACK TRACK PATH/DRAIN/ PARKING
60000
CROSS SECTION FOR 60M ROW
Figure 3: Typical Cross section for 60 m cross section
SERVICE LANE SERVICE LANE
CYCLE TRACK CYCLE TRACK
CARRIAGE WAY CARRIAGE WAY
BUS LANE BUS LANE
BUS LANE BUS LANE
CARRIAGE WAY CARRIAGE WAY
CYCLE TRACK CYCLE TRACK
Figure 4: Junction Design for 60 m cross section

CL OF ROAD
UTILITY UTILITY
FOOTPATH FOOTPATH
750 500 500 250 750
3000 2000 1750 2000 250 7250 3500 3000 3500 7250 2000 1750 2000 3000
SERVICE LANE PARKING + CYCLE TRACK CARRIAGE WAY SEPARATOR BUS LANE MEDIAN BUS LANE SEPARATOR CARRIAGE WAY CYCLE TRACK PARKING + SERVICE LANE
ACTIVITY AREA ACTIVITY AREA
45000
Figure 5: Typical 45 m RoW cross section

CARRIAGE WAY
CYCLE TRACK
CARRIAGE WAY CYCLE TRACK
CARRIAGE WAY
BRT LANE
BRT LANE
BRT LANE
BRT LANE
CARRIAGE WAY
CARRIAGE WAY
CYCLE TRACK
CYCLE TRACK
Figure 6: Typical Junction Design for 45 m RoW
Drainage is a critical issue and has been included as part of the project design and costing.
Similarly other relevant utilities and amenities have been integrated.
1.4.3 Bus Stations

There are 41 bus stations planned in phase 1. Three terminals have been proposed. There are
10 interchange stations proposed.
TOWARDS RANDER
UTRAN RAILWAY STATION
VARACHHA WATER WORKS
TOWARDS HAZIRA
ADAJAN GSRTC SURAT RAILWAY STATION
SAVJI KORAT BRIDGE JUNCTION
SARTHANA JAKATNAKA
KINNARY JUNCTION
R.T.O. JUNCTION
DELHI DARWAJA
MAAN DARWAJA
MAJURA GATE
SAHARA DARWAJA
SAVITA PARK SOCIETY
PARLE POINT TEXTILE MARKET
RUNDH KAMELA DARWAJA
ATHWA GATE UDHNA DARWAJA
DUMAS RESORT
KHARWARNAGAR
BHATENA ROAD JUNCTION
ANJANA APARTMENT
AMBEDKAR NAGAR
DUMAS ROAD JUNCTION
AAIMATA JUNCTION
PUNA KHAMBHARIA
PRABHAT PATIA
C.N.G. CIRCLE
ISHWAR FARM
JAMNA NAGAR
RUPALI NEHAR
NEW BHATAR ROAD
BHAMROLI ROAD JUNCTION

UNIVERSITY WEST
UNIVERSITY EAST
CENTRE FOR SOCIAL STUDIES
ANUVRAT DWAR
NEW CITY LIGHT
ONGC CIRCLE JEEVAN JYOT CINEMA
UDHNA TEEN DARWAJA
GAVIER
UDHNA GSRTC
HARINAGAR SOCIETY
UDHNA RAILWAY STATION
BRC GATE JUNCTION
DAKSHESHWAR TEMPLE
BHEDWAD DARGAAH BRT SEGREGATED CORRIDOR

AIRPORT PANDESARA GIDC
BRT MIXED
KAAMNATH MAHADEV
JUNCTION CITY BUS SERVICE
NAVIN FLUORINE INDUSTRIES
REGIONAL RAILWAY
BHAGVATI INDUSTRIAL
ESTATE
BHESTAN VILLAGE CHAR BRT- CITY BUS TRANSFER

RASTA
BHESTAN RLY. STN. CHAR BHESTAN RAILWAY STATION

RASTA BRT- BRT TRANSFER
UNN PATIA
CITY BUS - CITY BUS TRANSFER

SACHIN GIDC NAAKA
BRT - REGIONAL RAIL TRANSFER
SACHIN GIDC TAPI RIVER
Map 13: Integrated Transit System for Surat, Transit Line Diagram
The stations are located on the median. Stations will have provision for ticketing, display, audio
systems and other support infrastructure. Off-board ticketing systems are proposed at all the
stations on the corridor. Use of smart card is expected to be extensive.
1.4.4 Planning of Bridges and Flyovers

Two flyovers have been proposed as part of phase 1 BRT. Widening of an existing bridge over
a ‘khadi’ has also been proposed.
1.4.5 Vehicles
The proposed system will have semi low floor/ low floor buses, which are convenient for people
to board and alight. They will be accessible to the physically challenged.
1.4.6 Services
The city with the completion of BRTS and with the new private bus service would be able to
provide a range of public transit services. The highest would include a rapid bus which would
be as good as a metro to that of an ordinary bus services to connect interior residential areas
operated as feeder roots. The services proposed are grouped into three categories.
1. BRT Exclusive Services
2. BRT feeder serives
The proposed mix is to include AC (25%) /Non-AC buses, express and ordinary buses as well
as ladies special, school special service etc. The expected fleet size of transit service is 125 for
phase 1.
1.4.7 Route Structure and Fare Collection:

An exclusive system of operation is suggested, where BRT buses will ply on segregated routes
from head station to head station and be supported by feeder services at terminals and
important nodes enroute.
Three ‘BRT Exclusive Routes’ have been designed. They run from West Surat (Dumas resort)
to East Surat (Varachha road), from Central Surat (railway station) to South Surat (Sachin) and
from East Surat (Varachha road) to South Surat (Sachin). A major interchange station is
planned at the Kharwarnagar CNG junction. Initially it is estimated that 3 minute frequency on
either side, which over time will be increased to a bus a minute.
The map below shows the proposed routes in phase 1.
Sarthana jakaatnaka
Surat rly. Stn.
Udhna
darwaja
Dumas
resort
Sachin GIDC
naaka
Proposed BRT routes (ph

Route 1 Route 2 Route 3 Proposed BRT routes (oth
Map 14: Proposed BRT routes
Interchange locations:
Rail to City Bus/BRT:
1. Surat Railway Station
Amroli
ad
Rande
ro
City Bus to BRT:
li
ro
Am
r ro
Savji Korat Jn.
am
ad
2. Udhna Darwaja
ga
tar
d
oa
4 ar
Ka
ch
ch
Va
ra
3. Anuvrat Dwar
10 81 4. Varachcha water works
Pal
Jkaatnaka Ring 6Surat Bardo
li road
5. Dumas resort
road 2 o ad
7 Ca
na lR
6. Aaimata junction (puna
m as
Su
rat
- Du
jakaatnaka)
Dumas
3 Anuvrat 9
Resort Dwar
Su
5
rat
Na
vs
BRT to BRT:
ari
roa
d
7. Kharwarnagar CNG circle

Airport Sachin GIDC
Sachin naaka
Interchange station (Rail to Bus/BRT) Regional Bus to BRT:

8. Delhi Darwaja
Interchange station (City Bus to BRT)
Proposed BRT routes (ph 9. Udhna GSRTC Bus stop
Interchange station (Regional Bus to BRT)
Proposed BRT routes (ot 10. Adajan Patia
Interchange station (BRT to BRT)
SURAT EXISTING / PROPOSED ROAD NETWORK
Map 15: Proposed BRT routes and interchange stations
Fare Rate and Collection: A flat fare is recommended for phase 1. Off board ticketing will be
considered with smart cards.
1.4.8 ITS Applications

To improve customer convenience, speed, reliability, safety and to build an image of modern
system, extensive use of ITS applications are proposed.
They cover:
Automatic Vehicle Location Information
o On board stop announcements
o Next Vehicle Displays
Use of Smart Cards
Surveillance & Security Systems
1.4.9 Institutional Framework / Systems Operations

The Surat Municipal Corporation is the lead implementing agency of the project.
Roadway Development: The road way infrastructure development will be undertaken by SMC.
Operation and maintenance of the roadway and other services and utilities will be performed by
the SMC directly or through private contract mode.
Bus Procurement and Operations: Bus procurement will be through private participation.
Special Purpose Vehicle (SPV): A special purpose vehicle (SPV) will be constituted by SMC.
The Board of Directors of the SPV will consist of the representatives of the government
agencies and chaired by the municipal commissioner, SMC.
Board of SPV
Commissioner SMC Chairperson
Dy. Commissioner Member
Secretary Finance (GoG) Member
Secretary UDD (GoG) Member
Secretary Transport (GoG) Member
CEO SUDA Member
Municipal Councilors (2) Members
Technical Experts (2) Members
Representative RTO Member
CEO, SPV Member
Eminent citizens (2) Members
The CEO, who will be responsible for bus operations, will be hired from the market.
The role of SPV will include planning of services, selection of operators, monitoring of service
quality, fare revisions, coordination with relevant departments and future BRTS system
expansion plan.
Private operators will be procuring buses as per the specifications decided by the authorities
and operating services under the overall supervision and regulation of the SPV. It is envisaged
that private operators will selected through competitive bidding will carry out bus operations. A
kilometer scheme is being contemplated for the proposed system.
Monitoring: Professional services for periodic demand assessment, services planning and
service quality monitoring will be obtained from academic institutions.
Establishment of UMTA: In line with the directive of the Government of India, the city is
examining various models to set up UMTA as an apex transport agency.
1.5 Project Scope

Development of BRTS network over 125 kms. has been scheduled in two phases. As part of
the project a corridor covering a length of about 30 kms has been identified as phase-1 main
corridor. Detailed cost break-up for Phase-I is given in table below. These estimates have been
revised based on detailed engineering design of a sample stretch. The cost estimates include
development of the entire roadway including roadway amenities and facilities, drainage and IT
& other operating services. Adopting element-wise rates, the estimates for each of the corridor
stretches has been estimated. The estimates of bridges have been made based on detailed
engineering done for some of the identified bridges. Base cost works out to Rs. 469 crore and
with 5% escalation; the total cost is Rs. 495 crore.
Table 1: Project Scope and Base Costs

Sl Length ROW Unit Rate
Particulars Cost In Rs Remarks
No (km)/No/Sqm (m) (Rs.)
Phase I
1 Surat Navsari road 10.20 60/45 130,491,487 1,331,013,167
Dumas Resort- Sarthana Jakaatnaka (via
2 19.70 60/45 131,781,983 2,596,105,058
canal road) road
3 Bridges Flyover & ROB
Kharvarnagar road Jn.on Surat Navsari 6
a 0.66 157487859
road (Udhana Vahan Depo) Lane
At Puna Kumbharia old octroi 6
b 0.945 274038142
post.(Aaimata Road) Lane
Widening of
Bridge on Khadi behind Udhana Vahan 2
c 0.105 24586918 existing khadi
Depot Lane
Bridge
4 Pedestrian Subways
a Kharwarnagar CNG circle 1 12,500,000 12,500,000
b Udhna Teen Rasta 1 12,500,000 12,500,000
c Udhna ST Bus stop 1 12,500,000 12,500,000
d Bhestan Village cross road 1 12,500,000 12,500,000
e Udhna Darwaja 1 12,500,000 12,500,000
5 Bus stops 33 3,000,000 99,000,000
6 Terminals & Depots
land will be
provided by
SMC.\Cost
includes
a Sachin GIDC Naka 1000 7,500 7,500,000 workshop &
office
space.\Size
indicate builtup
area
b Sarthna Jakatnka 1000 7,500 7,500,000
c Kharwarnagar CNG circle 1000 7,500 7,500,000
7 Interchanges & Stations
a Udhna Darwaja 1 5,000,000 5,000,000 BRT to city Bus
b Kharwarnagar CNG circle 1 6,000,000 6,000,000 BRT to BRT
c Anuwratdwar 1 4,000,000 4,000,000 BRT to city Bus
BRT to State
d Udhana ST Bus stop 1 4,000,000 4,000,000
Transport
e Regional Railway station 1 4,000,000 4,000,000 BRT to Railway
8 ITS Application lumsum 100,000,000 100,000,000
Total (without escalation) 4,690,231,145
Total (with 5% escalation over a period
4,954,945,454
of 3 years)
Note: (1) Roadway costs include roadway construction, footpath, vehicular and bicycle parking, bus stations, passenger amenities such as
kiosks, toilets, lighting et c..
(2) Buses are through private companies. Hence Depot infrastructure will be built using private participation.
1.5.1 Project Financing of Phase-1 BRTS

The project has been forwarded to Government of India for support under JNNURM. SMC and
the State governments have earmarked their share of the proposed expenditure. Buses as
stated earlier are to be procured through PPP mode.
Table 2: Project Funding Pattern
Agency %age 2008-09 2009-10 2010-11 Total
GOI - JNNURM 50 602,337,815 925,551,302 949,583,610 2,477,472,727
GoG 20 240,935,126 370,220,521 379,833,444 990,989,091
SMC 30 361,402,689 555,330,781 569,750,166 1,486,483,636
Total 100 1,204,675,631 1,851,102,604 1,899,167,219 4,954,945,454
%age 24.3 37.4 38.3 100.0
1.6 Land Use Restructuring

It is observed that bus transit development results into changes in the land use and built form. It
has also been observed that when development concentrates along BRTS corridor, transit
patronage increases. In view of this it is imperative that the potential of land use
transformations be exploited to strengthen BRT project. A policy to encourage rebuilding
activity in the area using higher FSI is being contemplated. It is envisaged that all new
developments in the vicinity of BRT corridor (250 Mts) will have the permission to build up to
FSI 1.8 plus an additional F.S.I of 1. With this the densities on the corridor is likely to increase
by 2.5 times. Through impact charges value capture is expected. This would involve
modification in the proposals of the Development Plan and obtaining the sanction from the
state. Revenues from advertisements and parking are also envisaged.
1.7 Economic Evaluation

Bus Rapid Transit Plan for Surat is a multifaceted project which integrates land use and
transport, various forms of public transport services as well as other motorized and non-
motorized modes through various physical, operational and policy interventions to achieve the
objective of making Surat an accessible and competitive city. Given this multi-dimensional
nature of the project, anticipated impacts are numerous and some measurable and some
qualitative.
As part of the first phase activity, 30 kms of network has been identified. The result of these
would be in the form of savings in vehicle operating costs and travel time savings which have
been estimated. Based on these benefits and costs for 30 kms of network, following rates have
been obtained. In addition, following benefits are also expected.
Increased Public Transit Patronage
Efficient Public Transit Operations
Efficient Mixed Personalized Transit Operations
Reduction in Accidents
Improved Air Quality
Table 3: Economic Analysis Summary
Projection for 2010 to 2030
Economic Internal Rate of Return without 34.5 %

value of time(EIRR)
Economic Internal Rate of Return (EIRR) with 49.8 %
value of time
1.7.1 Profitability of Bus Operations

As the private operators will be operating the buses on kilometer scheme, the feasibility of the
bus operations was studied in isolation. The bus cost was assumed to be 24, 41 and 50 lakh
for semi-low floor, low floor non-ac and Low floor-AC buses. The revenue earned per bus
depends on various factors such as fare prices, the capacity of the buses, the vehicle utilization
per day as well as the average occupancy of the bus during the day. Considering the above
based on Ahmedabad experience, operations were simulated. From the analysis, it is evident
that viability of bus operations is subject to fare revision and some amount of support from non-
fare revenue.
Table 4: Extent of Viability Gap (in %)

Extent of Viability Gap as % of Bus Cost
Cost of Bus
Bus Type At Current Fare Fare Revision by +20%
(in Lakh Rs.)
Low Floor-AC 50.0 117 90
Low Floor-Non-AC 41.0 91 59
Semi Low Floor 25.0 80 26
Note: Bus costs are estimated at 2008 prices
Table 5: Extent of Viability Gap (in Lakh Rs.)

Extent of Viability Gap (% of Bus Cost) in Lakh Rupees
With Upward Fare Revision by
At Current Fare Level
20%
Bus Type
Cost of Bus
2010 2016 2021 Total 2010 2016 2021 Total
(in Lakh Rs.)
Low Floor-AC 50.0 7254 7956 14684 29894 5580 6120 11295 22995
Low Floor-Non-AC 41.0 4626 5074 9365 19065 3000 3290 6072 12361
Semi Low Floor 25.0 2480 2720 5020 10220 806 884 1632 3322
1.8 Way forward

BRTS is a new concept for India. Planning and design of BRT in India has to be evolved with
experience. The experience gained through building the roadway would throw up solutions to
several of issues needing clarification. Further this would also be the time to design other
stretches and other operational elements of BRT.
Such a large project will have several issues to deal with. A Steering Committee at the city level
is proposed. Formation of UMTA and an SPV is under consideration. It is proposed to
operationalize the Bus Rapid Transit System in Surat by end of 2009.

Surat

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SURAT

COMPREHENSIVE MOBILITY PLAN

SURAT MAHANAGAR SEVA SADAN

PART-I: EXISTING SITUATION

Table 1: Project Scope and Base Costs .................................................................................................................................. 16

Figure 1: Conceptual diagrams of development patterns .......................................................................................................... 2

Map 1: Regional Nodes and Road Network............................................................................................................................... 3

BRTS Bus Rapid Transit System

1.3 Comprehensive Mobility Plan

Figure 1: Conceptual diagrams of development patterns

1.3.1 Structuring Regional Development

The analysis broadly identified the growth

1.3.2 Structuring Urban Landuse:

1.3.3 Structuring Regional Rail and Road Network

Regional Transit Corridor: Developing high speed

1.3.4 Structuring Urban road

Map 5: Urban road network restructuring-ring and radial pattern

1.3.4.1 Connectivity across the river

RB4 Ring C2-A

Map 6: Existing and proposed river bridges

Map 7: Existing and proposed rail over bridges/ Underpasses

1.3.5 Developing terminals

1.3.5.1 Goods Terminal:

Map 8: Proposed Goods Terminals

1.3.5.2 Regional Passenger Transport Terminals:

Map 9: Proposed Regional Bus Terminals

1.3.6 Developing Transport Systems

Savji Korat Jn.

Map 10: BRTS Phasing of Corridors

1.3.7 Plan for Non-motorized movement

Figure 2: Proposed Cross Section across the Khadi Edge

1.4 The BRTS Plan

1.4.1 BRT System and Corridors

Surat rly. Stn.

1.4.2 Roadway Design:

CROSS SECTION FOR 60M ROW

Figure 3: Typical Cross section for 60 m cross section

SERVICE LANE SERVICE LANE

CYCLE TRACK CYCLE TRACK

CARRIAGE WAY CARRIAGE WAY

BUS LANE BUS LANE

BUS LANE BUS LANE

CARRIAGE WAY CARRIAGE WAY

CYCLE TRACK CYCLE TRACK

SERVICE LANE SERVICE LANE

Figure 4: Junction Design for 60 m cross section

Figure 5: Typical 45 m RoW cross section

SERVICE LANE SERVICE LANE

Figure 6: Typical Junction Design for 45 m RoW

1.4.3 Bus Stations

VARACHHA WATER WORKS

SAVJI KORAT BRIDGE JUNCTION

PARLE POINT TEXTILE MARKET

RUNDH KAMELA DARWAJA

ATHWA GATE UDHNA DARWAJA

BHATENA ROAD JUNCTION

DUMAS ROAD JUNCTION

NEW BHATAR ROAD

BHAMROLI ROAD JUNCTION

CENTRE FOR SOCIAL STUDIES

NEW CITY LIGHT

ONGC CIRCLE JEEVAN JYOT CINEMA

UDHNA TEEN DARWAJA

BHEDWAD DARGAAH BRT SEGREGATED CORRIDOR