INTEGRATED TRANSIT

MULTI MODAL TRANSIT LAB, Urban Transport Planning and Management 2012-2014

AIM: To prepare a Detailed Project Report for a multimodal interchange(s)

OBJECTIVES
1. To understand the concept, components and need of INTEGRATION. 2. How to plan and design for an interchange. 3. To understand and evaluate the over-all project.

METHODOLOGY
1. Evaluate existing Public Transit scenario in Ahmedabad region. 2. Identify future growth areas in Ahmedabad region. 3. Draw lessons from best practices (International cities). 4. Propose connectivity to future growth areas. 5. Choose the appropriate Public Transport mode for the regions. 6. Identify the Interchange Locations and the preferable level of Interchange. 7. Conceptual design of the interchanges. 8. Carry out the over-all project evaluation. 9. Look in to the complimentary measures Institutional Integration.

CONCEPT OF INTEGRATION
Commuter rail

Non which the planning and delivery of elements of the transport The organizational process through
system are brought together across modes, sectors, operators and institutions with the aim of increasing economic and social benefits.

Motorized Transport

Metro

Para Transit Other sectors (Env., Edu., Health)

BRTS

Buses Regional buses

SOURCE: Article on the move: delivering integrated transit system in Britain by John Preston, Adam Marshall & Lena Tochterman

INTEGRATION LADDER
Physical Integration

Step 8

Integration of environment, social & economic policy

Institutional Integration

Step 7

Integration of education, health & Social service sectors

Fare Integration

Step 6
Policy measures

Integration of Transportation & Land use

Step 5

Integration of public transport authorities

Step 4

Integration public & private transport services

Step 3

Integration of Public transit fares

Step 2

Integration Public transit services

Step 1

Integration of public transport information

SOURCE: Article on the move: delivering integrated transit system in Britain by John Preston, Adam Marshall & Lena Tochterman

WHY DO CITIES NEED INTEGRATION?

More than one transport mode Transfers required for direct, convenient through service or route for the journey Network Coverage

BENEFITS OF INTEGRATION
USER PERSPECTIVE One network, one timetable, one ticket, one fare from door to door Minimizes the need to travel by concentration of activities Minimizes the over- all travel time Provides safe and secure journeys. Minimises the private vehicle dependency. More integrated more choice of destination. OPERATOR PERSPECTIVE Higher public transit ridership Higher revenue generation Increase in Efficiency of the system

SOCIETY PERSPECTIVE Acts as a catalyst for urban regeneration Supports continued economic development Environmental benefit
Source: i. Preston J, Marshall A & Tochtermann L, 2008, On the Move: Delivering Integrated Transport in Britains Cities ii. SPUTNIC, Strategies for Public Transport in Cities

INTERCHANGE
An interchange is a location where customers transfer from one mode of transport to another or between two services of the same mode. It may be a place where customers join or leave the public transport system on foot, by bicycle, motorcycle, or car.

Atocha, Madrid, Spain Regional Rail, Metro, Regional Buses, Local Buses

BASIC ELEMENTS OF INTERCHANGE

Physical needs Such as: - Location, area boundaries, connectivity to street network,

- Customer forecasts (arrival, departure by mode including transfers, peaks),

- Bus number forecasts (peaks, type of bus, layover requirement), and - Primary interchange purpose (terminus, Park and Ride, intermodal transfer). Customer needs Such as: - Customer movements (bus to bus, bus to rail, Park and Ride to bus), - Travel type (commuters, tourists, special events), - Volume considerations (mode separation), - Safety (mode conflicts, personal security), and - Accessibility. Land use integration Such as: - Integrated facilities (toilets, retail) provided by adjacent land use, - Connectivity (pedestrian desire lines), - Complementary development opportunities (TOD, retail, cafes), - Local context, and SOURCE: Public Transport Interchange Design Guidelines, Auckland Transport, 2013 - Safety.

CASE STUDIES

Singapore

25 kms

49 kms

The Republic is a southeast Asian island state off southern Singapore hasof a Singapore, total land area of 714.3 km, housing a citypopulation ofthe 5.32 lakhs tip of the Malay Peninsula The population growth rate of the city is about 2.5% p.a. Located at 1 14N latitude and 103 55E longitude The population density of the city is 7482 persons per square kilometre The mainland of Singapore measures 49 kilometres from to West There exists 4 types of public transport modesMRT, LRT, East Bus and Taxi and 25 kilometres from North to South with 193 km of coastline.

Transit Services- Taxi

Taxis provide door- to- door service

As on April 2010, there were 24000 taxis on the streets of Singapore

Daily taxi trips: 0.9 million An average trip length on a taxi is 9.7 kms/ passenger trip All taxi rides are metered Taxi fares are based on a flag-down fare and the distance travelled Taxi fares can be paid with cash, credit card, NETS, or EZ-Link card, subject to the availability of such payment devices in the taxis There are 7 private taxi operators in the city Taxi fares, licenses, standard of services are regulated by the Land Transport Authority

Transit Services- MRT/ Bus LRT

There exists various types of Bus services, which are as follows: o Trunk o Short trip o Intra- town (SMRT Buses) and Town Link (SBS Transit) o Jurong Industrial Service o Express o Fast Forward o Night Rider (SMRT Buses) and Nite Owl (SBS Transit) o China Town Direct North- South Line East- West Line o Parks North- East Line Circle Line o Premium Downtown Line
Thomson Line LRT Lines

The spans some Bus MRT lanessystem extend to 150 km 130km across the island with 85 stations and LRT with 29 kms and 43 stations Daily MRT/ LRT trips: 1.9 million Operation hours- 5.30am 12:00 a.m. 4000 buses are spread over 330 routes with daily bus trips of 3.1 million Frequency: Peak hours-2 to 3 minutes Network Density- 0.2 km/ sq. km Off- peak Hours- 5 to 7 minutes

Interchange
WOODLANDS YISHUN PUNGGOL SENGKANG BUKIT PANJANG JURONG EAST BISHAN SERANGOON
TAMPINE

NEWTON ORCHARD BUONA VISTA PAYA LEBAR CITY HALL RAFFLES PLACE PROMENADE DHOBY GHAUT BUGIS MARINA BAY OUTRAM PARK HARBOUR FRONT

Level I Level II Level III

There are 22 interchanges within the city The interchange levels are decided on the basis of the number of routes intersecting at that station All MRT stations are an interchange in themselves as bus services connect them

Punggol Interchange- Level III

Elevated LRT E Bus Bays Entrance

E E Entrance Bus Bays

Bus Stop

Outram Park Interchange- Level II

Road Over Bridge

E 5m

Bus Stop

Bus Stop Taxi E Parking 13.2 m

Bus Stop

Dhoby Ghaut Interchange- Level I

Entrance
36.2 m

E E

55.4 m

Bus Bays

32 m

Bus Stop at the Entrance of the Station, thus reducing access distance

Bus Stop

Fare Integration

Electronic Road Pricing and Electronic Parking System Source- [Link]

Institutional Integration
Land Transport Authority

Regulator

Advisor

Operator

Public Transport Council

MRT/ LRT Operators

Bus Operators

Taxi Operators

Public transport system is publicly owned but privately operated LTA has the single authority over all the land transportation system of the city LTA is the single regulator, planner and policy- maker in land transport PTC leases not only acts as an advisor to LTA, but also leases out tenders to operators and looks into quality of services by the operators The operators of MRT/ LRT and Buses operate on separate routes leased out to them by PTC

Lessons Learnt
Physical Integration
The MRT/ LRT acts as the trunk transportation route for the city The buses act as feeder to the MRT services

Fare Integration
Single ticketing System for all modes Distance based telescopic fare Speedy transaction

Institutional Integration
Single transport authority, who is both the planner as well as the regulator

CURITIBA CITY PROFILE

The capital of the Brazilian state of Parana. The largest city with a biggest economy of both Parana and Southern Brazil.
Curitiba
Population Area Km sq Density per sq km

Municipality
1,764,540 430.9 4062

Metro
3,209,980 15,416.9 210.9

Source: IPPUC 2008

TRANSIT SERVICE NETWORK

BUS INTERCHANGES AND CONCEPT PLAN

13 cities conected
385 lines 28 terminals 351 tube stations

Accessibility network - 500m

Single fare 70 Km of exclusive lanes for buses

Source: IPPUC 2008

CLASSIFICATION OF BUSES
Line Capacity Operating Fleet 09 280 No. of lines 01 89 Circular Centro/Micro Conventional/MicroMicro Special ConventionalTroncal/Common Troncal/Articulated Feeder/CommonMicro Special Feeder/Articulated 30 40/70

80

115

19

Run in loops, connecting areas of interest within the portion of the city

160 80/70 160

24 670 75

19 212 212 Links particular neighbourhoods to the express bus via bus terminal Travels in two circles around the city centre

Inter-district/Padron Interdistrict/Articulated

110 160

35 90

06 06

110 Direct/Padron

385

18

Quickest way to travel, cover large distances with few stops Travels radially out from city centre

Express/Biarticulated

270

165

06

Source: IPPUC 2008

EXPRESS BUS STOP INTERCHANGE

DIRECT BUS ROUTE INTERCHANGE

TRINARY SYSTEM

LANDUSE AND PUBLIC TRANSPORTATION

Land use Street Network Public Transport

FARE INTEGRATION
Electronic ticketing was introduced in 2002 through smart cards. Express and direct services require access via prepayment in tube stations and terminals. Feeder buses have on board validation of electronic cards or direct payment to a conductor.

INSTITUTIONAL FRAMEWORK OF CURITIBA

Urban Level Metropolitan Level COMEC IPPUC

URBS
Funded through fare collection 90% goes to private sector

Created by Municipal Law in 1965

Envisioned within the original Linear City Plan Responsible for integrated planning of the city Collaborates closely with URBS . Public Transport Authority URBS

Created by Municipal Law in 1980 Administers: public space (stations, stops, etc.) parking meters taxi system traffic enforcement (together with State Police) Also administers Curitiba Urbanization Fund

operators
6% goes to infrastructure development 4% goes to financing URBS

LESSONS LEARNT
Physical integration

Sustainable Urban Development : Trinary System based on land use, street network and public

Transport system with economic, social and environmental development.

Accessibility network 500m Exclusive lanes for buses. Single mode of transport with different types of buses. Fare integration Single fare system Institutional integration

Curitiba is having research centre for public transport IPPUC.

Well integration between authorities from urban to metropolitan level.

LONDON - INTRODUCTION
GOVERNMENT
Regional authority Regional assembly Mayor UK Parliament London Assembly European Parliament AREA City Urban Metro Elevation POPULATION (2012) City Density PUBLIC TRANSPORT Bus Tube DLR Tram Rail Ferry 8,308,369 13,690/Sq mi (5,285/km2) 606.95 sq mi (1,572.00 km2) 671.0 sq mi (1,737.9 km2) 3,236.31 sq mi (8,382.00 km2) 79 ft (24 m) Greater London Authority London Assembly Boris Johnson 74 constituencies 14 constituencies London constituency

Source: [Link]

TUBE 405 kms, 3 million passengers

RAIL 86 kms, 200,000 passengers

DLR 34 kms, 300,000 passengers

FERRY BUS TRAM RINGS AND RADIALS 11.26 kms, 6 million 27.35 kms, passengers 79,600 passengers

Source: [Link]

INTERCHANGES
600 stations which involve multi-modal interchange

TfL & IPB stakeholders, such as local authorities, Pvt operators

integrate transport policy within other policy areas such as land use planning and economic development and prioritize TfL activity

KINGS CROSS INTERCHANGE

BUS STOPS 15 mts 5 mts 5 mts 20 mts

50 mts

STRATFORD INTERCHANGE
Rail/ underground station

Cycle parking

Bus station

LONDON RAIL

Kiss & drop/ taxis

PARKING

BUS STOP
Car access route

Controlled crossing to retail centre

10m 25 m FOOT BRIDGE

Cycle parking

INTERCHANGE: CROYDON

Tram stop

Bus Stops

Parking

INTERCHANGE: CROYDON

Tram Bus

INTERCHANGE: CROYDON

Bus Stops

Towards Rail

INTERCHANGE: CROYDON

National rail station 10 m Tram line 45 m

Retail centre

Bus line

Integrated bus/ tram stop

FARE ZONES
'point-to- point according to distance travelled CONTRACT TfL & TranSys OPERATOR: EDS & Cubic. Bus Flat fare MANAGER: TfL SHAREHOLDERS: Fujitsu, Atkins Three mile intervals effectively creating zones

TELESCOPIC FARE

FLAT - FARE

BENEFITS: UNIFIED ACROSS MODES. SIMPLIFYING FARE ASSIGNMENT. EASIER COLLECTION.

Source: [Link]

INSTITUTIONAL SETUP
THE GREATER LONDON AUTHORITY ACT 1999 Established THE GREATER LONDON AUTHORITY

TRANSPORT FOR LONDON

Plans

MAYORS TRANSPORT STRATEGY

Corporate Services

London Travel Watch, a body appointed by and reporting to the Assembly, deals with complaints about transport in London. Timetable integration Fare decisions

SUB-REGIONAL TRANSPORT PLANS (London Council & London Boroughs)

London Underground London Rail London Surface Transport London Traffic Control Center (LTCC)

LOCAL IMPLEMENTATION PLANS (London Boroughs)

Work together

LESSONS
Physical Integration: 1. Interchanges are pedestrian friendly, step out step in. 2. Terminals are pedestrian friendly 3. Network the services are complimentary and not competing, destination oriented. Fare Integration: 1. Fare Zones 2. Oyster Card Institutional Integration: 1. Greater London Authority. 2. Transport for London (TfL) 3. Local authorities. 4. Stakeholders Policy Integration: 1. Greater London Authority Act. 2. Mayors Transport Strategy. 3. London Spatial Plan. 4. Economic Development Plan

Transport for London

GLA, TfL, MTS.

HONG KONG
AREA : 1104 SQKM LAND : 1054 SQKM WATER : 50 SQKM ABOUT 24 PER CENT IS BUILT UP POPULATION : 71,82,724 (2011 CENSUS) URBAN POPULATION: 100% OF TOTAL POPULATION (2011) DENSITY : 6480 P/SQKM DEVELOPED AREA DENSITY : 19,500 ITS ECONOMY IS , HIGHLY DEPENDENT ON INTERNATIONAL TRADE AND FINANCE - THE VALUE OF GOODS AND SERVICES TRADE

SOURCE:[Link]/HK

PUBLIC TRANSIT NETWORK AND INTERCHANGES

MTR LIGHT RAIL

YUEN LONG INTERCHANGE

TRAM FUNICULAR RAILWAY FERRY STATION INTERCHANGES

Tin Shui Wai Siu Hong Tuen Mun Lai King Tai Wai

Level 1

Tsing Yi Sunny Bay Nam Cheong

Level 2
Kowloon Tong

Level 3
Yau Tong North Point

CENTRAL STATION
Central Admiraity

Tui Keng Leng

Quarry Bay

Parameters Considered for Identifying Levels of interchanges: MTR LRT FUNICULAR RAILWAY TRAM BUS MINI BUS 1. No. of Different Modes NETWORK LENGTH LENGTH 13 KM 185 KM 1.4 KM NETWORK 36.3 KM [Link] OF PASSENGERS 3.4 MILLION (DAILY) 2. to Major Locations & Stations NO. OF PASSENGERS 1.9 MILLION (DAILY) LENGTH NO. OF PASSENGERS 3.9 MIL(DAILY)LION 3. Of routes NO. OF 4,30,000 (DAILY) 517 [Link]. OF PASSENGERS ROUTES NO. OF PASSENGERS 2,30,000 (DAILY) 4. NO. Of passengers they carry TYPE OF LINES 8 LINES 12,000 (DAILY) NO. OF ROUTES 452 OPERATORS 6 PASSENGERS
TYPE OF LINES OPERATOR OPERATOR SERVICE TYPES SERVICE TYPES SERVICE TYPES OPERATOR SERVICE TYPES MODAL SHARE FLEET SIZE

FLEET SIZE FLEETOF SIZE OPERATOR TYPE ROUTES

1 MTRCL 4349 5800 PEAK TRAMWAY COMPANY LIMITED 7 ROUTES MTRCL EXPRESS LINE (TO AIRPORT-35.5 KM) LOCAL SERVICE GREEN BUS SERVICE ( SCHEDULED SERVICE) LOCAL SERVICE HONGKONG LIMITED TRAMWAY FEEDER TO MTR(WEST RAIL LINE) TO RAIL (OPERATED BY MTRCL) FEEDER SERVICE RED BUS SERVICE (NON SCHEDULE SERVICE) 37 LOCAL SERVICE % 164

SOURCE:[Link]

TRANSIT NETWORK PATTERN

VILLAGES/ RESIDENTIAL/ INDUSTRIES

TOURIST PLACES/ RESIDENTIAL INDUSTRIAL/ COMMERCIAL/ RESIDENTIAL

RESIDENTIAL/ COMMERCIAL

CBD-2 AIRPORT CBD-1

SMALL INDUSTRIES/ VILLAGES

YUEN LONG INTERCHANGE

BUS STOP

PARKING

MINI-BUS STOP TAXI STAND

PARKING

LRT

LRT STATION ENTRY/EXITS FOOT-BRIDGE

60M
MTR

22 M

26 M

PUBLIC TRANSIT
MTR LRT BUS MINI BUS 2 ROUTES 1 ROUTE 20 ROUTES 15 ROUTES

LEVELS GROUND LEVEL-1

SERVICES ENTRY/EXIT , LRT STOP, BUS STOP , MINI BUS STOP , TAXI STAND CONCOURSE

FACILITIES INTERCHANGE CUSTOMER SERVICES, TOILETS MTR SHOPS, TICKET MACHINES, ATMS

LEVEL-2

PLATFORMS

Levels Ground

Services Concourse,tram Platform

Facilities Customer Service,ticketing

services Paseengers

Routes 3,30,000

Bus

35

-L1

Concourse

Minibus 27 Customer Service, MTR Shops ,Hang Seng Bank, Vending Machines MTR 5 routes Octopus Promotion Machine, ATM Tram 4 routes Customer Service, MTR Shops ,Subway To Hong Kong Station Ferries 5 routes Octopus Promotion Machine, I-centre Internet Service

-L2

Platforms

-L3

Platforms Tsuen Wan Line Towards Tsuen Wan (Admiralty) Tsuen Wan Line Towards Tsuen Wan (Admiralty)
Platform Island Line Towards Sheung Wan Terminus)

-L4

MTR 210 M

630 M

Bus Stop Minibus stop Taxi stand Ferry Lower Peak Tram Terminus Exit Footbridge Subway

TSUEN WAN LINE ISLAND LINE AIRPORT EXPRESS TUNG SHUNG LINE TRAM HONG KONG TRAMWAY

INSTITUTIONAL FRAMEWORK
Transport and Housing Bureau TRANSPORTATION DEPARTMENT HOUSING DEPARTMENT

TO IMPLEMENT THE PLAN RISPONSIBE FOR INFRASTRUCTURE

TO MANAGE TENDERS AND PRIVATE OPERATERS SET FARES ALL KIND OF PHYSICAL PLANNING PLAN ROUTES,[Link]

The Transport and Housing Bureau is an agency of the Government of Hong Kong responsible for the internal and external transportation, including air services, land transport, maritime transport and logistics in Hong Kong.
SOURCE:[Link]

FARE INTEGRATION

OCTOPUS CARD WHICH CAN BE USED IN ANY PUBLIC TRANSIT MODE,EVEN IN TAXIS TOO. THE CARDS ARE USED BY 95% OF HONG KONGS POPULATION AGED 16 TO 65.

SOURCE:[Link]

LEARNINGS
PHYSICAL INTEGRATION
Hong Kong Has A Proper Physical Integration Amongst All The Public Transit Modes . Every Mtr Station Has A Bus Stop In A Interchange Zone So Every Mtr Station Works As An Interchange. Every Ferry Station Has Bus Routes As A Feeder Service.

FARE INTEGRATION
A Person Having An Octopus Card Can Travel In All The Public Transit Modes,even In Taxis And Mini Buses Too.

Only Transport Department Is Responsible For All The Planning , Implementation,set Fares,operating Public Transits .

INSTITUTIONAL INTEGRATION

CO P E N H AG E N
Population :559440(2013) Area :88.25 [Link] Density : 645 persons/sq km Region : Hovedstaden Municipalties: Copenhagen Municipality Fredriskberg Municipalty B A H C B E

B+ B

Source:[Link],,[Link]

T Y P ES O F M O D ES
The S-TRAIN sub urban rail consists of 7 lines Network : 170km Stations : 85 stations Headway : 10min

Copenhagen Metro consists of two lines Network : 20.5km Stations :22stations Headway : 10min

Movia buses- The Movia bus are of two types A and S as feeder services for the metro and trains which ply almost everywhere every 3-7 min.
Source: [Link] [Link]

C E N T R A L STAT I O N -

TRAIN AND BUS INTERCHANGE

The station is integrated with bus stops and huge number of NMV facilities which CENTRAL STATION complement the interchange to be the easily accessible and the most preferred.

BUS STOP PARKING CYCLE PARKING

Source: [Link]

N O R R E P O RT STAT I O N - T R A I N , M E T R O , B U S

INTERCHANGE

METRO The Metro and S stations being underground S- TRAINS stations provide a total interchange zone encouraging easy access to NMV and pedestrian facilities. BUSTOP 80mts

Source: [Link]

I N ST I T U T I O N A L F R A M E WO R K
DENMARK MINISTRY OF TRANSPORT Copenhagen The executive board
Departments

International Agency

Corporate centre

Centre for public Centre for Roads Transport and Bridges

Centre for Business and Analysis

Law and Contract unit

Integration of agencies of all modes helps to achieve a huge number of commuters for making public transport as the NRA, preferred mode of travel. Coastal ,Net Denmark, Road directorate Agencies
Bornholmstrafikken holding A/S, DSK

Metroselskabet/S,
Companies

Naviair Portnord AB Healthy and belt holding A/S Cph City Port I/S
Source: [Link]

I N T EG R AT I O N : M O D E & FA R E

Zoning fare within the city leads to a seamless travel across various regions of the city , skilfully using the aspect of way finding . .

The Greater Copenhagen area is Bicycles divided into zones. has been admitted on the cities S-train You pay for the amount of zone rings you to pass through on your journey, including the zone network facilitate mixed-mode commuting , free to you started in. bring bicycles on the train. The zone system applies to all buses, trains and metro. Source: [Link]

MUMBAI REGIONAL MAP

SOURCE : [Link]

PT NETWORK
Western rail
Sanjay Gandhi National Park

Central rail Mumbai City Ghatkopar-Versova Metro link I

BANDRA KURLA COMPLEX BANDRA ANDHERI MULUND

Thane (central + harbour)

VASHI CBD-BELAPUR

Harbour rail

Metro Phase II
FORT

Alibaug & Uran to Gateway of India

Major CBDs

RAIL NETWORK
Number of stations Western: Central: Harbour: Total
Suburban Non-Suburban Total 36 62 38 136

33.91 lakh/day 9.60 lakh/day 43.51 lakh/day

Suburban-Regional Terminal

CST, Mumbai Central, Lokmanya Tilak Terminus,Bandra, Dadar, Panvel.

Stations
Borivili,Vasai.

Interchanges: Western-Central Western-Harbour Central-Harbour Harbour-Thane

1 2 3 3

Major interchanges for slow and fast trains. Western 7 Central 7

SOURCE : [Link]

RAIL-BUS INTERCHANGE FACILITY AT BANDRA All railway stations of Mumbai posses interchange facility outside the railway station complex STATION SKYWALKS CONNECTING EAST(BKC) & WEST BANDRA
with BUS stops.

East - 1.3km and West - 0.86km

Railway station complex

INTERCHANGE ZONE
BANDRA

BUS STOP

40 MTS

Preferred Modes
Bus stop
Pedestrians

13% 16% 32%

SOURCE :Report on effectiveness of skywalks in Mumbai, Samik Sajal Roy.

` `

39%

Bus Auto Rickshaw Other BANDRA BUS DEPOT

ORGANISATIONAL STRUCTURE

LEARNINGS
Unlike international cities, there is no fare integration between different public transport modes (rail and bus) in Mumbai.

In Mumbai all railway stations act as interchange stations with buses. Buses act as feeder to suburban train facility.
There is also a regional rail and suburban rail interchange facility on major regional terminal stations . The seamless interchange facility between suburban and regional rail encourages people to use suburban railway.

PHYSICAL INTEGRATION

FARE INSTITUTIONAL INTEGRATION STRUCTURING

POLICY INTEGRATION

NETWORK DESIGN

LAND USE AND TRANSPORT INTEGRATION

High percentage of activities concentrated within walking distance of Distance based fare SINGAPORE stations and the ease with Integration which stations are reached either by foot or by transit.

Heavy rails are planned for the high density corridors and Singapore LTA is Concet plan that act as a LRTs are planned for responsible for entire gudeline to the master Residential developments. The regulation of transport plan bus services will act as feeder systems routes to complement those services

Provided High density areas along transit station thus creating enough demand for the transit systems.

A mix of land use can be found at every station providing every kind of facilities for the commuters. Vertical level of integration happens level retail and commercial sectors will raise funds for the Transit company Sustainable Urban Development : Trinary System based on land use, Distance based street network and public Single fare system Transport system with economic, social and environmental development. Curitiba is having research centre for public transport IPPUC. Well integration between authorities from urban to metropolitan level

CURTIBA

-----

Ring and Radial pattern

Provided High density areas along transit lines thus creating enough demand for the transit systems.

LONDON

CBD/ Commercial areas Fare zones - based near the stations, also the TfL has the sole fare, smart card stations are like a step outauthority - in terms of Oyster- across all step in system- pedestrian services and plans modes friendly

Mayor's transport strategy acts hand in hand with the spatial plan and the economic development plan.

the services are planned such that there are no major overlaps, the services complement each other.

transport strategy works with the spatial plan, at both the plan level, and also the implementation at the borough level.

PHYSICAL INTEGRATION

FARE INTEGRATION

INSTITUTIONAL STRUCTURING

POLICY INTEGRATION

NETWORK DESIGN

LAND USE AND TRANSPORT INTEGRATION

Hong Kong Has A Proper Physical hong kong moving ahead-a transport Integration Amongst strategy says All The Public CBD is directly A Person Having (1) Plan major employment centres Transit Modes . connected with An Octopus Card within easy pedestrian reach of rail Every Mtr Station Transport department is residential , Can Travel In All stations and major public HONGKO Has A Bus Stop In A risponsible for entire commercial and The Public Transit transport interchanges. NG Interchange Zone So regulation,planning and industrial areas via Modes,even In (2) (2)Convenient and comfortable Every Mtr Station implementation diff. [Link] has Taxis And Mini interchange facilities at strategic Works As An organic kind of Buses Too locations, especially rail stations, Interchange. pattern. should be provided EEvery Ferry Station Has Bus Routes As A Feeder Service Fare for PT modes is based on zoning within the city leading to a There is a single Overlap between seamless travel authority operating The major focus of the policy is COPENH metro train and bus is across various issues relating to moving people to NMV facilities by AGEN being in the close regions of the city. transport ie. Denmark integrating with PT. proximity is evident. It has been ministry of transport. skilfully used as an aspect of way finding.

most of the major employment centres or famous land marks are in a walking distance of a MTR/FERRY/BUS station. Which shows a better integration of landuse and transportation planning

the network is designed on the lines of the finger plan where the finger extends connecting major suburbs

Copenhagen is to develop along five 'fingers', centred on commuter rail lines which extend from the 'palm', that is the dense urban fabric of central Copenhagen.

There are buses that There is no Fare MUMBAI act as the feeder to Integration the rail network

There is no policy integration, observed for the system

Its a demand responsive system,where the There is no land Use commuter train is transport integration the trunk and the buses are acting as afeeder system

AHMEDABAD

SPATIAL GROWTH

Source: AUDA Development Plan 2021

REGION
393.59 [Link]
KALOL

GUDA

2,58,221 1878.2 [Link]

AUDA

DEHGAM

65,00,000
SANAND

449.52 [Link]
AMC

55,83,471

BAREJHA MEMDABAD

REGION
Population: 1,12,013 Distance:30 kms SEZ General motors,AMBE international, CEAT tyre etc Population: 38,123 Distance: 32 kms Ahmedabad & Gandhinagar in close proximity Emerging spot for real estate

Population:32,417 Distance: 25 kms Tata nano project Industrial hub

Population: 38000 Distance:42.7 kms Small scale industries Developing as cultural heritage

NETWORK

Well developed ring radial system in Ahmedabad and grid iron in Gandhinagar

CONCEPT
Ahmedabad city has a population of 6.35 million according to the 2011 census report, with an economic influence area of 45Kms outward from the periphery of the city. The city also has a continuous inflow of population, and as the population increases so does the pressure on the public amenities. Transport being one of them.

Source: Integrated mobility plan Ahmedabad, AUDA, October 11, 2011

EXISTING PUBLIC TRANSPORT SYSTEMS

REGIONAL SERVICES RAILWAYS

GUJARAT STATE ROAD TRANSPORT CORPORATION

CITY SERVICES BUS RAPID TRANSIT SYSTEM AHMEDABAD MUNICIPAL TRANSPORT SYSTEM PROPOSED METRO

There is also an extensive IPT system, which is active in the city

RAILWAYS
RAILWAY LINE
TOWARDS MEHSANA

Meter Gauge Broad Gauge Electrified Non Electrified

Corridor kilometres:
Within AUDA Broad Gauge- 117.4 kms Metre Gauge- 51.6 kms
TOWARDS VIRAMGAM

Within AMC Broad Gauge 44.6 kms Metre Gauge 35.9 kms

TOWARDS DHOLKA

TOWARDS VADODARA

Inference: Metro/ Proposed Regional Rail can be run on all existing and proposed broad gauge lines.

Source- Working Time Table No. 88 Ahmedabad Division (01/07/2013), Western Railway

RAILWAYS
DAILY TRAINS
TOWARDS MEHSANA

Total trains in/out of Ahmedabad daily: 236

Apart from trains coming from Dholka, all other trains come till Kalupur station, putting a huge demand on roads and PT near Kalupur.
TOWARDS VIRAMGAM

TOWARDS DHOLKA
75- 50 50- 25 in % 25>

Inference: Trains passing through North-South corridors need to be looked into for effective decentralization of Kalupur.
TOWARDS VADODARA
Source- Working Time Table No. 88 Ahmedabad Division (01/07/2013), Western Railway

RAILWAYS
THROUGH TRAINS
TOWARDS MEHSANA

Total trains in/out of Ahmedabad daily: 152

TOWARDS VIRAMGAM

TOWARDS DHOLKA
75- 50 50- 25 in % 25>

Inference: These trains cannot be stopped as they carry passengers who may not have their destinations in Ahmedabad and hence making so many passengers transfer twice will not be feasible.

TOWARDS VADODARA
Source- Working Time Table No. 88 Ahmedabad Division (01/07/2013), Western Railway

RAILWAYS
TERMINATING TRAINS
TOWARDS MEHSANA

Total trains terminating at Ahmedabad daily: 84

TOWARDS VIRAMGAM

Inference: These trains can be stopped at the periphery from where the passengers can transfer to a high frequency Mass transit system for accessing the city.
50- 25 in % 25>

TOWARDS DHOLKA

TOWARDS VADODARA
Source- Working Time Table No. 88 Ahmedabad Division (01/07/2013), Western Railway

RAILWAYS
AVERAGE DAILY PASSENGERS
TOWARDS MEHSANA

Reserved Passenger Unreserved Passenger

4%

96%

100%

SABARMATI

ASARWA

TOWARDS VIRAMGAM

KALUPUR

38% 62%

MANINAGAR

TOWARDS DHOLKA

99%

10, 000 5,000 1,000

TOWARDS VADODARA

Inference: Metro can be run on all existing and proposed broad gauge lines, except the line towards Viramgam.

RAILWAYS
REGIONAL RAIL
TOWARDS MEHSANA TRAGAD

Proposed RRTS
D-CABIN RANIP SABARMATI SARDARGRAM NATIONAL MEMORIAL MEGHANI NAGAR ASARWA SARASPUR NARODA

Proposed RRTS Stops Proposed BRTS Corridor

TOWARDS VIRAMGAM

KALUPUR

MANINAGAR

Inference: A RRTS has already been proposed in AUDA DP 2021 which can act as high frequeny mass transit system for people to access the city.

JASHODA NAGAR VATVA

VATVA GIDC GERATPUR

TOWARDS VADODARA
Source- AUDA Development Plan 2021

RAILWAYS
TOWARDS MEHSANA

Proposed RRTS Proposed BRTS Corridor Proposed Metro Corridor

SABARMATI

TOWARDS VIRAMGAM

KALUPUR

Reasons for Sabarmati: All north bound trains terminating at Kalupur pass through Sabarmati. Various modes like RRTS, Metro, BRTS and AMTS are available at this station. Implications: Demand at Kalupur will be reduced by nearly 12,000 passengers, out of which 64.5% passengers will get direct access to their TOWARDS destinations through RRTS VADODARA or BRTS

Source- AUDA Development Plan 2021, Primary Survey 2013

Trains That Originate and Terminate at Ahmedabad

PHASE 1
Out of the total 80 trains originating and terminating at Kalupur, North bound trains which currently terminate at Kalupur are proposed to be halted at Sabarmati, i.e 38 trains.

Sabarmati stn. Kalupur stn.

The south bound trains will be terminated at Kalupur, i.e 42 trains.

Trains That Pass Through Ahmedabad

PHASE 1
We also propose to halt 72 (north bound) trains at Kalupur and the remaining 58 trains at Sabarmati, thus reducing the total (north bound) trains stopping at Kalupur from 116 to 72, inturn leading to a reduction in footfall at Kalupur.

Sabarmati stn. Kalupur stn.

PHASE 1
The total number of trains thus stopping at Kalupur and Sabarmati as per scenario 1 are as follows:Originating/Terminating trains Existing Kalupur Sabarmati 80 0 Proposed 42 38 Through trains Proposed 72 58

Thus the total number of trains that are proposed to be catered by Sabarmati is 96 and that by Kalupur is 140 against an existing of 236 trains. As the area available in Sabarmati is equivalent to that of Kalupur, it is proposed as a potential interchange and terminal station similar to that of Kalupur. By the above proposal, an approximate shift of 22780 daily passengers (40.6% of the total passenger traffic) can be achieved from Kalupur to Sabarmati station, thus reducing the passenger traffic flow from 56000 to 33220.
(The total passenger traffic flow at Kalupur station is around 25,000 daily commuters and 22,000 long distance travellers source DP 2012.)

Interchange at Sabarmati
RTO BRT Stop

Sabarmati Railway Station

RTO BRT Stop

Railway Line Major Roads BRTS Corridor Metro Corridor BRT Stop Proposed BRT Stop

PHASE 1
1.14 km 1.24 km

0.20 km 0.28 km

Kalupur Sabarmati
Sabarmati railway station can be a potential interchange in order to reduce congestion at Kalupur by restricting north bound trains.

RAILWAYS
TOWARDS MEHSANA

Proposed RRTS Proposed BRTS Corridor Proposed Metro Corridor

SABARMATI

TOWARDS VIRAMGAM

KALUPUR

CADILLA BRIDGE

Reasons for Cadilla Bridge: Strategic location of station in between Metro and BRTS corridor and AMTS route. Space available at Vatva for Rail yard. Implications: Demand at Kalupur will be reduced by nearly 43,000 passengers, out of which 46.6% passengers will get direct access to their destinations through TOWARDS RRTS, Metro, BRTS and VADODARA AMTS.

Interchange at Cadilla Bridge

Proposed ROB

Conclusion: Due to lack of proper ROW for making a railway terminal, this proposal has not been taken into consideration. Since adequate ROW is not available to the north of Cadilla Bridge, so we had to look further Jashoda Nagar south for adequate space to build a rail terminal which lies within AMC boundary. BRT Stop

Railway Line Major Roads BRTS Corridor Metro Corridor BRT Stop Proposed BRT Stop

RAILWAYS
TOWARDS MEHSANA

Proposed RRTS Proposed BRTS Corridor Proposed Metro Corridor

TOWARDS VIRAMGAM

Reasons for Vatva GIDC: SABARMATI Better accessibility to both GSRTC and BRTS. Close proximity to SP Ring Road will ensure KALUPUR accessibility to other mass transit systems that may come up in future, apart from RRTS. CADILLA BRIDGE Implications: Demand at Kalupur will be reduced by nearly 43,000 passengers, out of which VATVA GIDC 46.6% passengers will get direct access to their TOWARDS destinations through RRTS VADODARA or BRTS
Source- AUDA Development Plan 2021, Primary Survey 2013

RAILWAYS VATVA GIDC BRIDGE

VATVA

VATVA GIDC

GERATPUR

Conclusion: Since this lies right on the outskirts of the city, so this proposal can be taken up as phase II which can be implemented once the city grows further and a mass transit system has been proposed on the SP Ring Road.

Existing- Double line Broad Gauge Unutilized ROW- 26.5 m

Source: Feasibilty of Existing Rail System to Enhance Mobility Needs of Ahmedabad Region (Batch 2010- 14)

GSRTC

GSRTC AN INTRODUCTION
GSRTC was established in 1960 under the Road Transport Corporation Act of 1950. The Motor Vehicles Act of 1939 was intended for regulation and co-ordination of road transport and to vest the control of the use of transport vehicles in the hand of the transport authorities.

At present GSRTC have 16 Divisions and 128 Depots in its overall organization system.

TYPES OF SERVICES PROVIDED : MOFFUSIL SERVICES: connects major cities, smaller towns and villages within Gujarat. INTERCITY SERVICES: connects major cities- Ahmedabad, Rajkot, and Baroda. INTERSTATE SERVICES: connects various cities of Gujarat to the neighbouring States. PARCEL SERVICES: are available for transporting goods. CITY SERVICES: provides city bus services at Surat, Baroda, Rajkot and Gandhinagar

EXISTING GSRTC CORRIDORS

NORTH WEST (392)

NORTH (308) NORTH EAST (340)

NORTH

Mehasana, palanpur, Tharad, Deesa, Bahuchraji, Patan, kadi

RANIP
NARODA

NORTH EAST

Gandhinagar, Visnagar, Kheralu, Vijapur, Manasa Dehgam, Modasa, Himmatnagar, Ambaji, NORTH WEST (40) Kapadwanj, lunawada
Nadiad, Anand, Baroda, Surat, Valsad, Dahod, Godhra Rajkot, Bhavnagar, Ambreli, Jamnagar, Junagadh, Dwaraka, SOUTH WEST (323) Somnath, Dhandhukwa, Dhorka, Sanand, Viramgam, Bawda

SOUTH EAST SOUTH WEST

EAST (160)
GEETA MANDIR

SOUTH EAST (106)

Total No. of buses - 2732

SOUTH WEST (375) SOUTH (493) SOUTH EAST (195)

GEETA MANDIR - STATISTICS

Total Buses at C.B.S Average Number of Buses Per Hour 300 in day
Average Number of Buses per min 250 in day 200
150 100

2732 194.91 GSRTC

3.24

Observations from Survey:

Departures > Arrivals Occupancy of buses arriving at Geeta Mandir is 30%

Morning peak hour (8:00 am to 12:00 pm) 1248 312 5.2

Total Buses 50 Buses (per hour) 0 Buses per min

Evening peak hour (14:00 to 18:00)

No. of buses arrived Total Number of buses 960 Buses (per hour) 240 Buses per min 4 Non peak Hour Total buses in Non peak Hour 524 Buses (per hour) 32.75 Buses per min 0.545833 No. of buses departed

GEETA MANDIR
50 m

18 m

18 m

SAFETY

ACCIDENT PRONE STRETCHES

Source: Presentation on Capacity of ULBs for Road Safety Centre of Excellence, 2012

SAFETY
Fatal Accidents FIR- 310 RESPONSIBLE MODES IN FATAL ACCIDENTS

Responsible Modes
RESPONSIBLE MODE 2 WHEELER 3 WHEELER
AMTS BRTS GSRTC & PRIVATE TRUCK & MULTI AXEL OTHERS UNKNOWN

NO. 50 16.13% 33 10.65%

7 2 18 107 8 37 310 2.26% 0.65% 5.81% 34.52% 2.58% 11.94%

2 WHEELER

3%

12%

16% 11%

3 WHEELER

4 WHEELER - CAR, JEEP, SUV 48 15.48%

4 WHEELER - CAR, JEEP, SUV

AMTS BRTS GSRTC & PRIVATE TRUCK & MULTI AXEL OTHERS UNKNOWN

34%

15% 6% 1% 2%

Source: Presentation on Capacity of ULBs for Road Safety Centre of Excellence, 2012

SCENARIO DECENTRALIZING BUS TERMINALS

Proposed bus terminals

FROM NORTH GUJARAT AND GANDHINAGAR

FROM NORTH-EAST (HIMMATNAGAR, DEHGAM)

Existing bus terminals

Proposed GSRTC Corridor
RANIP
NARODA

GEETA MANDIR

TOWARDS KUTCH, SAURASHTRA

SOUTH AND EAST (VADODARA, SURAT, GODHARA)

SCENE 1

FROM NORTH GUJARAT AND GANDHINAGAR

FROM NORTH-EAST (HIMMATNAGAR, DEHGAM)

RANIP

NARODA

GEETA MANDIR

TOWARDS KUTCH, SAURASHTRA

SOUTH AND EAST (VADODARA, SURAT, GODHARA)

SCENE 2

FROM NORTH GUJARAT AND GANDHINAGAR

FROM NORTH-EAST (HIMMATNAGAR, DEHGAM)

RANIP

NARODA

GEETA MANDIR

TOWARDS KUTCH, SAURASHTRA

SOUTH AND EAST (VADODARA, SURAT, GODHARA)

SCENE 3

FROM NORTH GUJARAT AND GANDHINAGAR

FROM NORTH-EAST (HIMMATNAGAR, DEHGAM)

RANIP

NARODA

GEETA MANDIR

TOWARDS KUTCH, SAURASHTRA

SOUTH AND EAST (VADODARA, SURAT, GODHARA)

PROPOSED INTERCHANGES
LEVEL-1 Interchange (GSRTC Terminal BRTS)

FROM NORTH GUJARAT AND GANDHINAGAR

FROM NORTH-EAST (HIMMATNAGAR, DEHGAM)

RANIP

NARODA

LEVEL-2 Interchange (GSRTC BRTS) LEVEL-3 Interchange (GSRTC METRO) Proposed Metro Corridor
GEETA MANDIR

Interchange (METRO BRTS AMTS)

Interchange (BRTS AMTS)
TOWARDS KUTCH, SAURASHTRA

SOUTH AND EAST (VADODARA, SURAT, GODHARA)

BRTS Existing Corridor

Operational
Under Construction

Status:
BRT corridor operational 61 kms. BRT corridor under implementation 28 kms. Total no. Operational Bus stations 111 Total Buses operational 124 (incl 20 AC buses) Daily ridership 1.4lakh (approx)
Source: Centre of Excellence in Urban Transport, CEPT University

BRTS TO BRTS INTERCHANGE

No. of interchanges: 18

Total length of BRTS corridor: 135

BRTS TO GSRTC INTERCHANGE

No. of interchanges: 9

BRTS TO Metro INTERCHANGE

No. of interchanges: 17

BRTS TO Regional Rail INTERCHANGE

No. of interchanges: 2

Modes BRTS BRTS BRTS GSRTC BRTS Metro BRTS Regional rail Total

No. of Interchanges 18 9 17 2 46

AMTS EXISTING SCENARIO

Total Route Kms Total network length kms Total No. of Routes Avg. Passenger/Day Fleet Size Area Coverage (Sq. Km) No. of Bus Stops Avg. Trip Length (Km) 3075 549 154 8.0 Lakh 1152 349 1688 18

Average bus stop distance

Depots Terminals

325 mts
11 11

AMTS route AMTS stop

SOURCE : AMTS OFFICE, JAMALPUR

AMTS PROPOSED ROUTES

Route length : 388 kms

AMTS BRTS INTERCHANGES

Zundal Circle

SGBP Circle

Tapovan Circle
Anasan

Level- 1:
Science city AMTS + BRTS + Metro + Regional rail Sabarmati

Level- 1 (2) Level- 2 (10)

Level- 2:
Vadaj Civil Hospital

BRTS + GSRTC Terminals + Metro Interchanges Metro Terminals Kalupur

Bopal

Level- 3 (6)

Level- 3:

Odhav Paldi Jamalpur

GSRTC Stops with BRTS APMC, Vasana Circle Stops with Metro Sanand GSRTC

Vinzol Circle Aslali Vatva GIDC