Hyderabad Metropolitan Development Authority Comprehensive Transportation Study Inception Report

Hyderabad Metropolitan Development Authority
INCEPTION REPORT
Comprehensive Transportation Study (CTS) for
Hyderabad Metropolitan Area (HMA)
Volume – I: Main Report
APRIL 2011
LEA Associates South Asia Pvt., Ltd., New Delhi, India

in Joint Venture with
LEA International Ltd., Canada
PDF compression, OCR, web optimization using a watermarked evaluation copy of CVISION PDFCompressor
VOLUME I: Consultancy Services for
MAIN REPORT
Comprehensive Transportation Study (CTS)
for Hyderabad Metropolitan Area (HMA)
Inception Report
Table of Contents
1. PURPOSE OF THIS REPORT ............................................................................................... 1-1

1.1 Background...................................................................................................................... 1-1
1.2 Focus................................................................................................................................ 1-1
1.3 Structure .......................................................................................................................... 1-2
1.4 Mobilization..................................................................................................................... 1-2
2. STUDY DOMAIN, APPROACH AND WORK PLAN ................................................................ 2-1
2.1 Study Area ....................................................................................................................... 2-1
2.2 Objectives of the Study ................................................................................................... 2-2
2.3 Scope of Services ............................................................................................................. 2-2
2.3.1 Socio-economic Conditions.............................................................................. 2-3
2.3.2 Demography..................................................................................................... 2-3
2.3.3 Economy of HMA ............................................................................................. 2-4
2.3.4 Establishing Consistent Base Line Data ............................................................ 2-4
2.3.5 Strategy for Immediate Action Plan................................................................. 2-4
2.3.6 Metro Phase-II Alignments/Routes.................................................................. 2-4
2.3.7 Need of a Rigorous Modelling Strategy ........................................................... 2-5
2.3.8 Hyderabad Region Freight Traffic Needs ......................................................... 2-5
2.3.9 Hyderabad Region Passenger Traffic Needs .................................................... 2-6
2.3.10 Establishing Service Level Benchmarks for Urban Transport .......................... 2-7
2.4 Approach and Method .................................................................................................... 2-8
2.5 Work Plan ...................................................................................................................... 2-10
2.6 Deliverables ................................................................................................................... 2-14
3. HMA – INSIGHTS.............................................................................................................. 3-1
3.1 Historical Perspective ...................................................................................................... 3-1
3.2 Demographic Features of HMA ....................................................................................... 3-2
3.3 Economic Perspective...................................................................................................... 3-4
3.4 Principal Activity Area ..................................................................................................... 3-5
3.5 Existing Transportation Scenario ..................................................................................... 3-7
3.5.1 Transportation System ..................................................................................... 3-7
3.5.2 Public Transport Scenario ................................................................................ 3-7
3.6 Existing Transportation Network..................................................................................... 3-9
3.7 Traffic Safety.................................................................................................................. 3-11
3.8 Growth in Vehicle Registration ..................................................................................... 3-12
4. TRANSPORTATION PLANNING FOR LARGE URBAN METROPOLITAN REGIONS - VISIONING,
GOALS AND OBJECTIVES .................................................................................................. 4-1
4.1 Overview.......................................................................................................................... 4-1
4.2 Visions, Goals and Objectives - Indian and International Perspective ............................ 4-2
4.2.1 Ministry of Urban Development, Government of India................................... 4-2
4.2.2 National Urban Transportation Policy Government of India ........................... 4-3
4.2.3 HMDA Revised Master Plan for Core Area ...................................................... 4-4
4.2.4 City of Ahmedabad – Submission under JNNURM .......................................... 4-6
MAIN REPORT
Inception Report
4.2.5 Mumbai Metropolitan Region Development Authority .................................. 4-6
4.2.6 Greater London Authority................................................................................ 4-8
4.2.7 Greater Toronto Area..................................................................................... 4-13
4.3 Key Points and Insights .................................................................................................. 4-21
4.3.1 Visions and Mission Statements .................................................................... 4-21
5. KEY ASPECTS NEEDING EARLY DEBATE AND RESOLUTION ................................................. 5-1
5.1 Overview of Population Growth...................................................................................... 5-1
5.2 A Picture of Future Transport .......................................................................................... 5-3
5.3 Potential Future Higher Order Transit Corridors............................................................. 5-4
5.3.1 Current Status .................................................................................................. 5-4
6. STUDY AREA AND STRATEGIC TRAFFIC ZONING ................................................................ 6-1
6.1 Study Area Definition ...................................................................................................... 6-1
6.2 Strategic Decisions and View........................................................................................... 6-1
6.3 Strategic Traffic Zoning Scheme ...................................................................................... 6-1
6.4 Principles towards Evolving the TAZs .............................................................................. 6-2
7. DEVELOPMENT OF IMMEDIATE ACTION PLAN (IAP) .......................................................... 7-1
7.1 Purpose – Pilot Efforts ..................................................................................................... 7-1
7.2 Focus and Approach ........................................................................................................ 7-2
7.2.1 Data Collection/ Analysis and Interpretation .................................................. 7-2
7.2.2 Analysis of Traffic Data and Accident Data ...................................................... 7-4
7.2.3 Develop Alternative Solutions/Plans ............................................................... 7-4
7.2.4 Stakeholder Consultations on Improvement Plans and Feedback .................. 7-5
7.2.5 Prepare and Submit Field Survey Report ......................................................... 7-6
7.2.6 Develop and Submit Immediate Action Plan ................................................... 7-6
7.3 Potential Intersections .................................................................................................... 7-6
7.4 Alternative Corridor Development .................................................................................. 7-7
7.5 Area Level Traffic Improvement .................................................................................... 7-11
8. COLLECT AND UPDATE THE DATA ..................................................................................... 8-1
8.1 Home Interview Survey ................................................................................................... 8-1
8.1.1 Demographic Distribution................................................................................ 8-1
8.1.2 Sampling Frame ............................................................................................... 8-2
8.1.3 Selection of Sample Household ....................................................................... 8-5
8.1.4 HIS Format........................................................................................................ 8-6
8.1.5 Training and Quality Assurance ....................................................................... 8-6
8.1.6 Monitoring Productivity ................................................................................... 8-8
8.2 Base Mapping .................................................................................................................. 8-8
8.3 Field Surveys .................................................................................................................. 8-10
8.3.1 Network and Speed........................................................................................ 8-10
8.3.2 Traffic Surveys ................................................................................................ 8-11
8.3.3 Transport Systems’ Assessment .................................................................... 8-14
8.3.4 User Surveys................................................................................................... 8-16
8.3.5 Goods Focal Point Survey............................................................................... 8-16
8.3.6 Other Past Data Compilation ......................................................................... 8-17
8.3.7 Proposed Field Survey Program ..................................................................... 8-17
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Inception Report
9. URBAN TRANSPORT PLANNING MODEL ........................................................................... 9-1
9.1 Background...................................................................................................................... 9-1
9.2 Defining Modeling Domain.............................................................................................. 9-2
9.2.1 Attributes of Travel Demand ........................................................................... 9-3
9.2.2 Components of Travel Demand ....................................................................... 9-3
9.2.3 Spatial Extent of Travel .................................................................................... 9-3
9.2.4 Measures / Attributes of Travel Demand Generators ..................................... 9-3
9.2.5 Network & Transport System Characteristics .................................................. 9-4
9.3 Development Plans.......................................................................................................... 9-4
9.4 Land Use Parameters....................................................................................................... 9-5
9.4.1 Type of Land Use .............................................................................................. 9-5
9.4.2 Quantifying Land Use ....................................................................................... 9-5
9.5 Types of Models and likely application ........................................................................... 9-5
9.6 Transportation Models for HMA ..................................................................................... 9-7
9.6.1 Transportation Networks ................................................................................. 9-9
9.6.2 Time Periods .................................................................................................. 9-12
9.6.3 Trip Purposes ................................................................................................. 9-12
9.6.4 Household Characteristics Sub-Models ......................................................... 9-13
9.6.5 Destination Choice / Trip Distribution Model (DC/TDM)............................... 9-16
9.6.6 Mode Choice Model (MCM) .......................................................................... 9-16
9.6.7 External Trip Model (XTM) ............................................................................. 9-19
9.6.8 Goods Vehicle Model (GVM) ......................................................................... 9-20
9.6.9 Matrix Manipulation Sub-Model (MMSM) .................................................... 9-21
9.6.10 Trip Assignment Model (TAM) ....................................................................... 9-21
9.6.11 Model Validation............................................................................................ 9-22
9.7 Adopted EMME3 Software ............................................................................................ 9-23
10. LONG TERM TRANSPORT STRATEGY ............................................................................... 10-1
10.1 Focus.............................................................................................................................. 10-1
10.2 Components and Approach........................................................................................... 10-2
11. RESOURCE MOBILIZATION ............................................................................................. 11-1
11.1 Focus and Need ............................................................................................................. 11-1
11.2 Potential Sources ........................................................................................................... 11-1
11.2.1 Intergovernmental Transfers ......................................................................... 11-2
11.2.2 Local Revenues............................................................................................... 11-2
11.2.3 Private Investments ....................................................................................... 11-3
11.2.4 Borrowings ..................................................................................................... 11-3
11.3 Approach and Next Steps .............................................................................................. 11-3
12. INSTITUTIONAL DEVELOPMENT ..................................................................................... 12-1
12.1 Background.................................................................................................................... 12-1
12.2 Unified Metropolitan Transport Authority (UMTA) ...................................................... 12-1
12.2.1 Hyderabad UMTA........................................................................................... 12-2
12.2.2 International Experience ................................................................................ 12-2
12.3 Institutional Development ............................................................................................ 12-4
13. MEDIUM AND SHORT TERM INVESTMENT PROGRAM .................................................... 13-1
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13.1 Introduction................................................................................................................... 13-1
13.2 Prioritization Parameters .............................................................................................. 13-1
13.3 Evolving Investment Program ....................................................................................... 13-2
14. SKILL AND KNOWLEDGE TRANSFER ................................................................................ 14-1
14.1 Focus.............................................................................................................................. 14-1
14.2 Levels of Training and Elements .................................................................................... 14-1
14.3 Incumbents .................................................................................................................... 14-3
14.4 Training Co-ordination .................................................................................................. 14-3
15. STUDY PROGRESS AND MONITORING THE OUTCOMES ................................................... 15-1
15.1 Study Progress ............................................................................................................... 15-1
15.2 Consultant’s Project Management Framework ............................................................ 15-1
16. FACILITATION AND ADVICE NEEDED ............................................................................... 16-1
16.1 Facilitation and Access to Information .......................................................................... 16-1
16.2 Feedback and Timely Advice ......................................................................................... 16-2
List of Tables
Table 2-1: Components of Hyderabad Metropolitan Development Area (HMDA) ............................. 2-1
Table 3-1: Population of Hyderabad (1901 – 2001) ............................................................................. 3-1
Table 3-2: Spatial Distribution of Population in HMA (1981- 2001) .................................................... 3-2
Table 3-3: Spatial Densities of population in HMA (1981 – 2001) ....................................................... 3-3
Table 3-4: Slum Population in GHMC................................................................................................... 3-3
Table 3-5: Occupational structure in HMDA – 2001 ............................................................................ 3-4
Table 3-6: Growth Trend of Motor Vehicles in Hyderabad ............................................................... 3-12
Table 6-1: Possible Range of TAZs in HMA........................................................................................... 6-3
Table 7-1: Proposed Junctions for Intersection Improvements in IAP ................................................ 7-7
Table 8-1: Spatial Distribution of Population in HMA (1981- 2001) .................................................... 8-2
Table 8-2: Spatial Distribution of HHs in HMA (Year 2001) ................................................................. 8-2
Table 8-3: Proposed number of sample households by various Constituents of Study Area ............. 8-5
Table 8-4: The Key Vector / Data layers Proposed to be digitized ...................................................... 8-9
Table 8-5: Road Categories for VDF ................................................................................................... 8-11
Table 8-6: Quantum of TVC / O-D / Occupancy Survey along OC / IC / SLs / Mid-Blocks.................. 8-12
Table 8-7: List of Intersection Proposed to be Surveyed ................................................................... 8-13
Table 8-8: Number of Traffic Volume Count Survey Locations
(Mid-Block under various Past Studies .............................................................................................. 8-17
Table 8-9: Field Survey Programme ................................................................................................... 8-18
Table 11-1: Per Capita Investment Cost by Sector............................................................................. 11-1
Table 11-2: Potential Sources of Funds for Urban Transport Infrastructure ..................................... 11-2
Table 13-1: A Typical Investment Plan (for illustration) .................................................................... 13-3
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Inception Report
List of Figures
Figure 2-1: Study Area.......................................................................................................................... 2-1
Figure 2-2: Growth Rates of population During 1991 - 2001 in Surrounding Municipalities of MCH2-3
Figure 2-3: Proposed Growth Centres in Erstwhile HUDA ................................................................... 2-3
Figure 2-4: Location of Road/Rail/ Air Terminal - Regional ................................................................. 2-7
Figure 2-5: Overall Approach of the Study .......................................................................................... 2-9
Figure 3-1: Stages of Development of Hyderabad ............................................................................... 3-1
Figure 3-2: Population Densities in HMA ............................................................................................. 3-3
Figure 3-3: Proposed Locations of the Employment centres in HUDA ................................................ 3-6
Figure 3-4: Existing Modal Splits .......................................................................................................... 3-7
Figure 3-5: Map Showing MMTS Phase-I in Hyderabad Urban Area .................................................. 3-8
Figure 3-6: Transportation Network in Hyderabad............................................................................ 3-10
Figure 3-7: Accident Statistics of Hyderabad and Cyberabad............................................................ 3-11
Figure 4-1: Revised Master Plan for Core Area (Erstwhile MCH Area) of GHMC dated 27.01.2010 ... 4-4
Figure 4-2: Greater London Authority & Transport for London .......................................................... 4-8
Figure 4-3: Government Structure in Greater Toronto Area ............................................................. 4-13
Figure 4-4: Downtown Toronto ......................................................................................................... 4-14
Figure 5-1: Base Population Forecast in Million .................................................................................. 5-1
Figure 6-1: Study Area and Traffic Zoning Scheme .............................................................................. 6-4
Figure 7-1: General Approach and Methodology for Preparation of IAP ............................................ 7-1
Figure 7-2: Intersections/ Corridors/ Area recommended for IAP .................................................... 7-16
Figure 8-1: Various Jurisdictions within Metropolitan Area of Hyderabad ......................................... 8-4
Figure 8-2: Outer Cordon, Inner Cordon, Screen-Lines identified in the study area ......................... 8-13
Figure 9-1: Proposed UTP Modeling Domain and Workflow for HMA ................................................ 9-2
Figure 9-2: Modeling Framework ........................................................................................................ 9-6
Figure 9-3: Generalized Form of Modeling Framework....................................................................... 9-8
Figure 9-4: Road and Transit Network Attributes for EMME/3 ......................................................... 9-11
Figure 9-5: Typical Household Size Model ......................................................................................... 9-13
Figure 9-6: Typical Household Workers Model.................................................................................. 9-14
Figure 9-7: Typical Household Income Model ................................................................................... 9-14
Figure 9-8: General Form of the Mode Choice Model ....................................................................... 9-18
Figure 9-9: General Form of the Access Mode Choice Sub-Model .................................................... 9-19
Figure 9-10: General Form of the External Trip Model...................................................................... 9-19
Figure 9-11: General Form of the Goods Vehicle Model ................................................................... 9-21
1. PURPOSE OF THIS REPORT
1.1 Background
HMDA1, with the approval of UMTA (and Government of Andhra Pradesh) and in consultation with
and support from the stake-holders viz. GHMC, Traffic Police, HMRL, APSRTC, etc., have taken up the
mandate of preparing a Comprehensive Transportation Study for Hyderabad Metropolitan Area
(HMA). Government of India, MoUD has agreed to extend advice and part funding to this major
study2. Towards this major and important effort, HMDA has retained LEA Group as the Consultants3.
1.2 Focus
Inception Report of CTS for HMA is first among the series of reports agreed to be submitted. This
report4 is expected to essentially review the past data/ studies and confirm and/or amend the work
plan by setting out the direction to the proposed study and methodology, time schedule, etc.,.
Therefore this report will be focusing on these very aspects apart from evolving refined method of
achieving key outcomes of work5. Inception Report also focuses on areas on which early discussion,
debate and resolution needed6, apart from potential actions that need to be contemplated from
now on to see that the mechanism is in place to carry forward the plan implementation7.
1
HMDA apart from addressing many issues and mandates related to transport sector within its jurisdiction and at times as advised by
GoAP, has further been contemplating to address the ever growing travel demand in Hyderabad Metropolitan Area. UMTA which was set
up by Governmen0t of Andhra Pradesh is more than concerned and seized with the problems. HMDA on obtaining clearance from UMTA
has sought participation and support from the stake-holders viz. GHMC, Traffic Police, HMRL, APSRTC, etc., to take up the mandate of
preparing a Comprehensive Transportation Study for Hyderabad Metropolitan Area (HMA), by informing that Government of India, MoUD
has agreed to extend advice and part funding to this major study. In this collective effort all the stake-holders are keenly taking part with
continuous advice and monitoring by the Technical Advisory Committee (TAC) that is being set up for this purpose.
2
HMDA had approached GoI for the advice and support on this major effort. With consent and approval of UMTA (and Government of
Andhra Pradesh), HMDA sent proposal to and followed with MoUD, GoI for consideration and support. GoI has kindly agreed to support
and advise this effort. Financial assistance is being given by the GoI.
3
LEA Group Companies viz. LEA Associates South Asia Private Limited (LASA) and LEA International Limited (LIL), joint venture is selected
to undertake this major study and prepare transportation plan for HMA.
4
The coverage of Inception report is stipulated in Page 30 of Contract Agreement.
5
We reconfirm that key project outcomes apart from others will be - Immediate Action Plan, Urban Transport Model, Long Term Strategy,
Medium and Short Term Investment Strategy, Resource Mobilization, and Institutional Development.
6
Early view and discussion needed as we would include the Visioning of the growth of HMA along with potential economic base. This will
depend on GoAP policies, apart from the view of Local authorities and governments. It is important to firm up the broad Land Use
Parameters viz. Population and employment by 2040, to move on with the evolution of growth scenarios which need to be addressed in
evolving long-term Transportation Strategy for HMA.
7
Plan implementation needs be thought from now on. It will involve two major elements – Institutional Development and Resource
Mobilization. View is required as to how far Capacity Building efforts and setting up of agencies within UMTA is required. Further, what
level of flexibility and instruments GoAP will have and use in mobilizing the resources. We submit that early thinking on these will help in
taking implementation relatively faster.
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1.3 Structure
Inception Report is submitted in Four (4) Volumes8, as given under. The first Volume is the Main
Inception Report, which focuses on all thematic areas of importance, complying fully to the
contractual requirements and beyond. The main volume of the Inception Report is structured into 16
Chapters including this.
• Volume - 2: Literature Review and Insights: This focuses initial review of past works/ studies
and insights gained therein as appropriate at this stage. More review and work on this will be
done as we progress with the work.
• Volume -3: Detailed “Study Approach and Method”: This volume reconfirms of what we had
committed as part of our proposal and in Contract.
• Volume -4: Field Survey Formats: Specific formats for various type of surveys proposed under
this study for approval.
1.4 Mobilization
Project team and work is mobilized, as agreed on March 24, 2011.9 Series of initial meetings are also
held with several agencies/organs of GoAP such as HMDA, GHMC, HMRL, Traffic Police (Hyderabad
and Cyberabad), APSRTC etc..
LEA Group has established its’ full-fledged office in Hyderabad along with all logistical support and
facilities, at the address given under:
LEA Associates South Asia Private Limited
LEA International Limited
H. No. 1-4-879/54/1 A,
Street No. 8, Gandhinagar,
Opposite Vijaya Bank
Hyderabad – 500 080
Telephone: +91 40 27624284
Fax: +91 40 27624089
Email: lasahyd@lasaindia.com
Project work is done from the above office of LEA Group, apart from inputs/advice as appropriate
drawn from its’ Head Quarters Toronto, Canada and also from New Delhi, India.
8
Separate Volumes are decided to be submitted to ensure focus and not repeat what is already agreed and stated in the proposal and
contract in the main Inception Report. Volumes are developed to give HMDA and TAC a broader picture as we see today on all aspects of
study and restate/reconfirm our views/commitment on this major project.
9
On successful conclusion of Contract Negotiations on February 19, 2011, the Consultancy Contract Agreement on this study is signed on
February 24, 2011.
1-2
2. STUDY DOMAIN, APPROACH AND WORK PLAN
2.1 Study Area

The proposed study is expected to cover the Hyderabad Metropolitan Area as notified in the year
2006. Spatial extent of HMA extends approximately over an area 7,150 sq.kms. HMA includes
administrative areas of GHMC, HADA, SCB, rest of HUDA area and extended HUDA area. Break up of
these areas is given in Table 2-1.
Table 2-1: Components of Hyderabad Metropolitan Development Area (HMDA)
Sl. No Components of HMDA Approximate Area (sq.km)
1 Greater Hyderabad Municipal Corporation 625.00
2 Rest of HUDA area * 1104.48
3 Hyderabad Airport Development Authority 458.96
4 Extended Area of HMDA ( Outside HUDA area) 4917.00
5 Secunderabad Cantonment Board 40.17
Total 7145.61
* Excluding Secunderabad Cantonment Area
Source: Compiled by the Consultants
The area to be covered under the study is given in Figure 2-1.
Figure 2-1: Study Area
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2.2 Objectives of the Study
Broad objectives of the study are to;
i) Plan and conduct necessary technical studies to identify the Socio-economic background of
the residents of HMA and assess their travel patterns in HMA.
ii) Select, develop and operationalise an Urban Transport Planning (UTP) model using the state-
of-the art modelling techniques and software packages appropriate to the conditions and
planning needs of HMA.
iii) Review and assess the earlier strategies of 1988 and identify the consequences of pursuing
alternative transport strategies and recommend /update an appropriate long term
comprehensive transport strategy for HMA up to 2042.
iv) Identify and suggest appropriate and affordable investment policies and policy proposals up
to 2042.
v) Assess Transit oriented developmental issues and integration of all public modes of
transport systems in HMA.
vi) Help to strengthen transport planning skills and transfer all data, planning models/tools and
knowledge obtained through the study to HMDA, GHMC, HMRL, APSRTC, Traffic Police and
other stakeholders.
vii) Formulate action plan for improving Service Level Bench Marks (SLBs) as per MoUD guide
lines.
2.3 Scope of Services

In order to meet the above stated objectives the scope of the services required to be carried out
have been divided clearly in to following seven activities:
Activity 1: Development of Immediate Action Plan (IAP)
Activity 2: Collect and Update Household, Land Use and Transport Data
Activity 3: Development and Operation of an Urban Transport Planning (UTP) Model
Activity 4: The Long-Term Transport Strategy for HMA
Activity 5: Identify a Medium and Short-Term Investment Programme
Activity 6: Skill and Knowledge Transfer
Activity 7: Assist HMDA in Public Consultation Process
Detailed scope of services under each activities are well spelt in the relevant documents which
remains an important and first reference point to develop study approach and detailed methodology
comprising of tasks and sub-tasks.
Further, Consultants approach has been based on the following issues which we feel important to
be dovetailed in the process. They are:
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2.3.1 Socio-economic Conditions
Apart from being a historical city, Hyderabad has now grown into a mega city with the thrust to be a
world class IT and financial hub extending over an area of 7,145 sqkm housing over 10 million people
from all economic strata. It is estimated that about 30% of the resident population live in slums with
sub-standard living conditions. In view of this, the approach for preparation of a comprehensive
transportation plan should have the bearings to meet the aspirations of population with wide
ranging socio-economic backgrounds.
2.3.2 Demography
Demographically, the HMA is tending to be polycentric with rapid growth of fringe areas both in
terms of employment and residential choices in them. This is evident from the rapid growth of
population recorded during 1991 to 2001 in the erstwhile Municipalities like Serilingmapalli,
Kukatpalli, Qutbullapur, Alwal, Kapra, Malkajgiri, Uppal, L.B.Nagar, Gaddiannaram. The growth of
population in these Municipalities varied from 52% to 103% while the growth in MCH was around
19% as shown in Figure 2-2. The master plan of HUDA 2011 envisages the development of district
centres in the fringe Areas of MCH as shown in Figure 2-3. The master plan proposals will propel
growth in the outer area of GHMC and increase the interaction between MCH and outer municipal
areas.
Uppalk. M 103%
Rajen. Ngr M 88%
Qutbul. M 81%
Malkaj. M 80%
L.B.Ngr M 72%
Alwal M 65%
Kapra M 63%
Seriling. M 63%
Kukat. M 56%
Gaddin. M 52%
Sec. Cntt 21%
MCH 19%
Ramach.-CT 13%
Os. Univ 10%
0% 50% 100% 150% 200%
Figure 2-2: Growth Rates of population During 1991 - Figure 2-3: Proposed Growth Centres in Erstwhile
2001 in Surrounding Municipalities of MCH HUDA
Thus, overall, situation is dynamic and continuously in flux. For this reason, Consultants approach to
develop a “Transport Plan” for the region with a validation of residential choices as they are and as
they are expected to be in near and far distant future is important.
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2.3.3 Economy of HMA
HMA has multi-sectoral economic base with many institutes of regional, national and even
international importance besides industries like pharmaceuticals, heavy electrical, processing units
located in it. Further, this multi-sectoral economy of Hyderabad region is undergoing a change with
decline in manufacturing sector and birth of new sectors such as financial services and IT/ITES,
freight logistics and entertainment.
2.3.4 Establishing Consistent Base Line Data

Approach for the study is hinged on the quality of data collected and the robustness of the model
which will be developed on the basis of the data. As it has been discussed earlier, demographic and
economic situation of the city is dynamic and to a certain extent, uncertain and difficult, if not
impossible to predict. This necessitates that the data and models developed during the study are
adaptive to the changing scenario of socio-economic data in various sub-regions of the study area.
For this reason, Consultants will concentrate on establishing a robust baseline relational database
and delivered on a GIS platform. This will be followed by modelling framework which can be rerun
with changing parameters scenario such as demography, economy, sociological influencing the
travel demand, and parameters like system capacities, pricing, public transport supply, tariff levels
and frequency determining the supply side of transportation.
2.3.5 Strategy for Immediate Action Plan

Hyderabad city as a whole has witnessed spurt in travel demand, explosion in vehicular ownership,
spatial growth and increasing population density. With all efforts, supply in transport has never
matched the demand. As a result, acute congestion on most of the city roads, junctions are common
these days. GHMC, APSRTC, Traffic Police and many other agencies who are involved in creation and
management of traffic and transportation infrastructure in Hyderabad, together finding it very
difficult to get a solution to the growing traffic problems at affordable cost. Hence, intention to have
an immediate action plan is to demonstrate on some intersections/ corridors all possible solutions
by Consultant which can then be replicated by implementing agencies in rest of the area. This
would cover improvement at intersection for vehicular and pedestrian movement, corridor
development plan, area wide traffic management plan etc. and will utilize traffic system
management measures to gain some level of immediate relief.
2.3.6 Metro Phase-II Alignments/Routes

The Hyderabad Metro Rail Limited has already embarked up on implementing the phase-I metro rail
system on three prime corridors extended over a length of about 72 kms. While it is a major and
much needed development, it is needless to say that for a city size of Hyderabad the presently
proposed corridors will not suffice in meeting the travel requirements because the catchment area
of three corridors extends to only about 30% of the city. The remaining 70% needs to be covered to
meet the present and future travel demand. For identifying further routes of metro rail a detailed
travel demand estimation for present and future will be highly useful. But however a fair idea of the
route alignments/directions can be had with the help of traffic counts made on the network. The
heavy flow of passengers on the network could determine the directions for future metro corridors.
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It is needless to say that these directions will be preliminary indications for future corridors which
will be further analysed and supplemented when detailed analysis of travel demand is made with
the help of rigorous transportation demand modelling exercise during the course of the study.
Another associated issue with this major development is integration of APSRTC run city bus routes
with metro corridor. In some respect route rationalization by APSRTC would be inevitable so that on
the metro routes both services do not compete with each other rather complement. Focus of main
haul line of APSRTC bus route could be other than the metro route. At the same time on certain
nodal points of metro lines, APSRTC buses could act as feeder service. Possibly APSRTC may think of
introducing mini buses on some such feeder routes in future.
2.3.7 Need of a Rigorous Modelling Strategy

After doing a comprehensive market study of the available software and their suitability for the HMA
in terms of its complexity and peculiarities (high proportion of travel by individual modes of
transport and relatively less patronage of Public Transport System and low incomes of people, we
have come to a conclusion that no single software will able to address all these aspects to the level
of satisfaction and at the same time, be simple to operate. For this reason, we propose to use a
combination of software. One of these software, (a tried and tested traditional but adaptable and
flexible four stage UTPS based software) will be used to rigorously develop base models i.e., traffic
generation, attraction and establishment of base OD matrices. This will be followed by use of
another software, EMME/3, with special capabilities mentioned below.
• Modeling mode split, including walk, public transport modes (autorickshaws, taxi, bus and rail),
private transport (motorcycle and car), and goods vehicles.
o Assigning trips to MMTS and bus networks taking into account the operating and service
condition in trains, variations in bus speeds and frequency due to changes in overall traffic
volume, and fares
o Reflecting the impact of new land use developments and /or control policies, including Truck
Terminals, Truck parking lots, Interstate Bus Terminal etc,
o Responding to traffic demand management measures such as parking fees, road user
charges/Toll and congestion pricing, as well as the staggering of working hours, flexi hours
and multiple shift work.
• EMME/3 has the greatest flexibility in data handling and model form and thus would be easier to
interface with than the other models such as TRANPLAN and the subsequent GIS software for
display of results.
2.3.8 Hyderabad Region Freight Traffic Needs

CONCOR had set up an Inland Container Depot (lCD) in the premises of Railway Goods shed
Complex, Moosapet, Sanatnagar, Hyderabad along the NH 9 (Hyderabad - Mumbai Highway) during
December, 1990. The full-fledged Dry Port serves the hinterland of Andhra Pradesh, Karnataka and
Maharashtra and the daily scheduled trains are connected with India’s major port such as JNU port
(Mumbai) and Harbours of Madras (Chennai). Export commodities are Ceramic tiles, ITC paper,
Granite & slabs, Bulk drugs, Electrical items. Import commodities are Malaysian furniture, Asbestos
2-5
MAIN REPORT
Inception Report
products, Household items etc. The container traffic handling in ICD Sanathnagar is about 6,000
TEUs per annum. Rail terminals/ Stations/ within HMA such as Secunderabad, Hyderabad also cater
to the need of regional freight traffic apart from regional passenger traffic.
In addition, Rajiv Gandhi International Airport (RGIA) is capable of handling 1 million tonnes of cargo
per annum. The present cargo traffic at RGIA is around 100,000 tonnes per annum (10% of the
capacity).
Hyderabad region also has some of the busiest warehouse complexes run by several agencies. It is
evident that such a freight logistics based activities generates enormous level of goods as well as
passenger traffic. Ensuring smooth flow of this cargo through Hyderabad Region is of national
importance. To that effect, we propose to conduct an in-depth study of the Freight Logistics
Establishments in the Hyderabad Region and come up with a reliable forecast for the same so that a
realistic assessment to incorporate the same in the Hyderabad’s future transportation strategy.
2.3.9 Hyderabad Region Passenger Traffic Needs

Hyderabad being the capital city of Andhra Pradesh attracts huge volumes of intercity/inter- regional
passenger traffic. This traffic is severed by bus, rail and air terminals located in different parts of the
city. Besides these, there are private bus operators catering to sizable volume of passenger traffic.
We propose to conduct an inventory of the service points of the intercity passengers and present a
picture of the needs of this traffic and give suggestions of regulating this traffic. It is understood
HMDA has contemplated to develop an intercity bus terminal in PPP mode to serve the needs of the
private bus operators.
Other than this, these are the following present terminals serving the needs of inter-regional traffic
in public domain.
• Bus Stations/ Terminals: MG Bus Stand (Imlibun) and Jubilee Bus Stand (Secunderabad)
• Railway Terminals: Secunderabad, Nampally and Kacheguda.
• Air Terminal: Rajiv Gandhi International Airport at Shamshabad.
The locations of these terminals are shown in Figure 2-4.

The traffic studies will be appropriately planned to assess the present and future volumes of inter-
regional passenger traffic at all these terminals. Through these studies, efforts will be made to
identify the future terminal capacities that are required and recommendations will be made to
improve the operations of the present terminals and location of additional terminal facilities
required for the future.
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MAIN REPORT
Inception Report
JBS
Secunderab
Nampally Kachegu
da
Imliban
Shamshabad
Figure 2-4: Location of Road/Rail/ Air Terminal - Regional
2.3.10 Establishing Service Level Benchmarks for Urban Transport

In line with NUTP, Ministry of Urban Development (MoUD) wants to address institutional and
operational aspects for ensuring long term sustainability of the benchmarking activity. Accordingly
all JNNURM mission cities are advised to undertake the process of service level benchmarking. In
addition, the initiative will facilitate development of Performance Improvement Plans using
information generated by the benchmarking exercise. It will address both, performance monitoring
for internal decision making and reporting to higher levels of government and external stakeholders.
To facilitate comparison between cities and changes in performance over time, it is important that
the performance levels are monitored against set benchmarks. It is in this context, that the MoUD
has initiated and rightly so included in ongoing CTS for HMA. Service level performance benchmarks
have been identified for the following areas of intervention:
I. Public transport facilities
II. Pedestrian infrastructure facilities
III. Non Motorized Transport (NMT)facilities
IV. Level of usage of Intelligent Transport System (ITS) facilities
V. Travel speed (Motorized and Mass Transit) along major corridors
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MAIN REPORT
Inception Report
VI. Availability of parking spaces
VII. Road safety
VIII. Pollution levels
IX. Integrated land use transport system
X. Financial sustainability of public transport
In view of above, we in our overall approach and method have integrated establishing SLBs for
Hyderabad as an important component. This would be done based on intensive data collection
proposed in this study and its analysis and interpretation there on.
For Hyderabad, to our knowledge ASCI, Hyderabad has done few years ago one study related to
establishing SLBs. We propose to have a discussion with ASCI and review the report to understand
and connect the outputs of that study.
2.4 Approach and Method

Approach and Method is an outcome of compliance of the terms of reference of the assignment,
and is evolved based on our initial appreciation of the issues in the study area. Our overall study
approach is given in Figure 2-5.
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MAIN REPORT
Inception Report
PROJECT INPUTS
HMA COMMERCE/ FREIGHT PORTS

INDUSTRY SERVICES
Economy TRADE LOGISTICS PRIMARY
HMA EMPLOYED IN EMPLOYED IN

POOR ENTERPRENEUR
Residents FORMAL SECTOR INFORMAL SECTOR
HMA URBAN
Environment GEOGRAPHY PRIMACY
FORM
PROJECT DOMAIN
Relate to…
GOALS AND
ACCESSIBILITY AFFORDABILITY QUALITY SAFETY
OBJECTIVES
Reflected in…
PERFORMANCE LEVEL OF
TRIP LENGTH COST ACCIDENTS
MEASURES SERVICE
Defines Requirements for….
Used to Identify….
Requires Targeted…
TRAVEL DEMAND TRAFFIC TRANSPORT VOLUME ACCIDENT RATES/

DATA
CHARACTERISTICS CHARACTERISTICS SYSTEM CAPACITY CAPACITY RATIOS BLACK SPOTS
Utilized by….
MODEL SIMPLE RIGOUROUS ACCURATE SUSTAINABLE
GROWTH JOB CORE AREA SPRAWL CONTROLL/

REDENSIFICATION
STRATEGIES CREATION REVIVAL REGULATION
Provide Assessment for…
TRANSPORTATION
ALTERNATIVE DEMAND OPTIMIZING THE TRANSPORT SYSTEM CAPACITY INTEGRATED PUBLIC
STRATEGIES/ MANAGEMENT CAPACITIES ENHANCEMENT TRANSPORT
PLANS
Evaluated with…
EVALUATION ENVIRONMENTAL ECONOMIC RATE FINANCIAL RATE

CMP GUIDELINE R&R COSTS
CRITERIA COST OF RETURN OF RETURN
May Result in Changes to…
Leads to…
Monitored through….
COST EFFECTIVE INVESTMENT IMPLEMENTATION RESOURCE

PROJECTIZATION
STRATEGY PRIORITY PROGRAM MOBILIZATION
POST PROJECT
Over Time Affect….
SYSTEM
OPERATION

REDEFINE
OBJECTIVES
Figure 2-5: Overall Approach of the Study
2-9
MAIN REPORT
Inception Report
2.5 Work Plan
In order to meet the mandate given in the ToR and considering issues involved in the study, we have
conceptualised a sequential “Work Plan” for this assignment (Chart 2.1). The entire study has been
divided into eight Activities which have been further subdivided into 62 Tasks and their various Sub-
Tasks as appropriate. While first activity can be considered as “Inception Activity”, Activities 2 to 6
focus on the core objectives of the study and last two provide a value addition to the overall success
of the study and skill up-gradation of the core team of various stakeholders (HMDA, GHMC, APSRTC,
HMRL, Traffic Police) in Hyderabad towards the longevity of the planning process/UTP Model. The
activities are:
Sl. Number of Tasks/

Activities Duration
No. Sub-Tasks
st
1 Project Inception Divided into 8 tasks One month (0-1 month)
th
2 Development of Immediate Action Plan (IAP) Divided into 7 tasks Eight months (0-8 month)
th
3 Establish Baseline Data Divided into 15 tasks Eleven months (0-11 month)
th
4 Development and Operation of Urban Divided into 9 tasks Six months (11-16 month)
Transport Planning Model and Forecast
th
5 Update the Long-Term Transport Strategy for Divided into 7 tasks Five months (13-17 month)
HMA
th
6 Prepare Short, Medium and Long-Term Divided into 8 tasks Nine months (16-24 month)
Investment Programme
7 Skill and Knowledge Transfer Divided into 4 tasks About two months (as decided
in consultation with HMDA)
8 Assistance to HMDA in Public Consultation Divided into 4 tasks 0.5 months (as per proposed
Process stages)
The conceived Works Schedule, as noted above, comprising of Activity/tasks/sub-tasks is presented

in Chart 2.1.
2-10
MAIN REPORT
Inception Report
Chart 2.1: Study Methodology
Activity/ Apr-11 May-11 Jun-11 Jul-11 Aug-11 Sep-11 Oct-11 Nov-11 Dec-11 Jan-12 Feb-12 Mar-12 Apr-12 May-12 Jun-12 Jul-12 Aug-12 Sep-12 Oct-12 Nov-12 Dec-12 Jan-13 Feb-13 Mar-13
Task Description
Task No. 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4
A. Field Investigation and Study Item
ACTIVITY - 1 PROJECT INCEPTION
TASK 1.1 Team Mobilization and Project Initiation

Review of Earlier Study Reports, Planning
TASK 1.2
Documents and Available Data/Information
Identification of Land Use parameters to be
TASK 1.3
collected from Secondary Sources
TASK 1.4 Define the Problem Domain
TASK 1.5 Data Collection Methodology and Survey Format
Deliberate and Finalise Commercially available

TASK 1.6
Urban Transport Planning software
Revisit the Work Plan and Methodology and
TASK 1.7
Finalise
TASK 1.8 Prepare and Submit the Inception Report
DEVELOPMENT OF IMMEDIATE ACTION PLAN
ACTIVITY - 2
(IAP)
TASK 2.1 Field Visits and Consultation with Stakeholders
Scoping of the Work and Identification of

TASK 2.2
Primary Survey Needs
Data Collection/Field Survey, Analysis and
TASK 2.3
Interpretation
TASK 2.4 Evolve/ Deliberate Alternative Solutions/Plans
Stakeholder Consultations on Improvement
TASK 2.5
Plans and Feedback
Prepare and Submit Field Survey Report (Stage-
TASK 2.6
I)
TASK 2.7 Develop and Submit Immediate Action Plan
ACTIVITY - 3 ESTABLISH BASELINE DATA
TASK 3.1 Evolve Traffic Zoning System

Collection and Compilation of Land Use/ Socio-
TASK 3.2
economic Data
Design and Supervision of Household Travel O-
TASK 3.3
D Survey including stated preference
Sub-Task 3.3.1 Review and Finalisation of Questionnaire
Sub-Task 3.3.2. Sampling Criteria
Sub-Task 3.3.3. Training for Conducting Survey and Mass Appeal
Sub-Task 3.3.4. Conducting Household Survey
Identify Outer Cordon/ Inner Cordon/ Screen

Task 3.4
Lines / Mid-block and Survey Locations
Develop Survey Programme and Conduct Traffic

TASK 3.5
Volume Count and or O-D / Occupancy Surveys
TASK 3.6 Design and Supervision Other Primary Surveys
Turning Movement and Inventory Survey at Strategic

Sub-Task 3.6.1
Intersection/Junction
Sub-Task 3.6.2 Traffic Surveys at Major Terminals (Road/ Rail/ Air)
Sub-Task 3.6.3 Survey of Floating Population
Sub-Task 3.6.4 MMTS / Sub-urban Railway Passenger Survey
Sub-Task 3.6.5 Bus Passenger/On-Board Survey
Sub-Task 3.6.6 Surveys to Develop Speed – Flow Function
Sub-Task 3.6.7 IPT (Taxi and auto-rickshaw) Survey
Cont…….
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MAIN REPORT
Inception Report
Task Description
Task No. 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4
Sub-Task 3.6.8 Speed and Delay Survey
Sub-Task 3.6.9 Work Place Survey
Sub-Task 3.6.10 Goods Focal Point Survey
Sub-Task 3.6.11 Parking Survey
Sub-Task 3.6.12 Non-Motorized Traffic Survey
Sub-Task 3.6.13 Opinion Survey
Sub-Task 3.6.14 Commercial Vehicle Survey
Sub-Task 3.6.15 Road Network Inventory Survey
TASK 3.7 Data Collection from other Sources
Coding, Processing, Analysis and Interpretation

TASK 3.8
of Data Collected from all Sources
Sub-Task 3.8.1: Analysis of Household Survey Data
Sub-Task 3.8.2 Cordon points and Screen line Data Analysis
Sub-Task 3.8.3 Analysis of Other Primary Survey
Sub-Task 3.8.4 Road Network Inventory Survey Analysis

Development of Base Year Transport System
TASK 3.9
Network Map in GIS
Prepare and Submit Field Survey Report (Stage-
TASK 3.10
II)
Establish the Existing Traffic and Transport
TASK 3.11
Scenario of Study Area
TASK 3.12 Data Compilation and Statistical Analysis Report
Develop Strategies for Integrated Transportation

TASK 3.13
System
Establish Service Level Bench Marks for Study
TASK 3.14
Area
TASK 3.15 Identify Phase-II corridors of MRTS
DEVELOPMENT AND OPERATION OF URBAN
ACTIVITY - 4 TRANSPORT PLANNING MODEL AND
FORECAST
TASK 4.1 Base year Transport System Network Coding
TASK 4.2 Compile Planning Parameters
Setting up Urban Transport Planning Model
TASK 4.3
(Development, Calibration and Validation)
Sub- Task 4.3.1 Urban Transport Model (UTM) Development
Sub-Task 4.3.2 Model Validation

Establish Procedure and Framework for
TASK 4.4
Economic Evaluation
Report on Development, Validation and
TASK 4.5
Calibration of UTP Model
TASK 4.6 Land use Scenario Development
TASK 4.7 Planning Parameter Forecast

Identify and Develop Broad Transport System
TASK 4.8
Network for Future Year
Predict Future Planning Periods Travel Demand
TASK 4.9
and submit report
UPDATE THE LONG-TERM TRANSPORT
ACTIVITY - 5
STRATEGY FOR HMA
Conclude Past Studies/ Planning Documents
TASK 5.1
Review Process
TASK 5.2 Review of Institutional Arrangement of Transport
Develop Alternative Long-Term Transportation
TASK 5.3
Strategies
Sub-Task 5.3.1 Define Goals, Objectives
Sub-Task 5.3.2 Develop Long-Term Transportation Strategies
Sub-Task 5.3.3 Develop Strategy for City – Region Integration
Cont…….
2-12
MAIN REPORT
Inception Report
Task Description
Task No. 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4
Alternative Strategies Evaluation and Selection

TASK 5.4
of Preferred Strategy
Sub-Task 5.4.1 Finalisation of Evaluation Criteria
Sub-Task 5.4.2 Preliminary Cost and Benefit Estimates

Quantification of Environmental Impacts, R&R Cost,
Sub-Task 5.4.3
Budget/Resource Revenue
Sub-Task 5.4.4 Evaluation
TASK 5.5 Review of Transport Financing
Sub-Task 5.5.1 Likely Resource Estimates
Sub-Task 5.5.2 Other Resource Identification

Prepare Draft Long-Term Transport Strategies
TASK 5.6
and Discuss
Report on Long-Term Transport Strategies for
TASK 5.7
the Transport Sector
PREPARE SHORT, MEDIUM AND LONG-TERM
ACTIVITY - 6
INVESTMENT PROGRAMME
TASK 6.1 Identification and Costing of Investment Options
TASK 6.2 Evaluation of Options

Prioritise the Investment Projects and Formulate
TASK 6.3
an Investment Program
Sub-Task 6.3.1 Identification and Bridging of Resources Gaps
Report on Short and Medium-Term Investment
TASK 6.4
Programme
Firm up MRTS (Phase-II) alignments and
TASK 6.5
Ridership Estimation
Preparation and Submission of the Draft Final
TASK 6.6
Report and Executive Summary
TASK 6.7 Submission of the Final Report
TASK 6.8 Submission of Executive Summary
ACTIVITY - 7 SKILL AND KNOWLEDGE TRANSFER

Training Need Assessment and Team
TASK 7.1
Finalisation
TASK 7.2 Overseas Training
Sub-Task 7.2.1 Interaction with the Team for Overseas Training
Sub-Task 7.2.2 Preparation of Itinerary and Training Material
Sub-Task 7.2.3 Pre-Training Orientation Programme
Sub-Task 7.2.4 Training Tour
Sub-Task 7.2.5 Prepare and Submit Training Report
TASK 7.3 Training to Core Team of Client in Hyderabad
Other Training/Awareness Programme in

TASK 7.4
Hyderabad
Conduct Workshop for Senior Officers on the usage
Sub-Task 7.4.1
of Model
On-the-Job Training (OJT) to the Designated Officers
Sub-Task 7.4.2
during Model Development and Calibration
Conduct Seminars on the process and Important
Sub-Task 7.4.3
stages of the CTS
ASSISTANCE TO HMDA IN PUBLIC
ACTIVITY - 8
CONSULTATION PROCESS
TASK 8.1 Identification of Stake Holders
TASK 8.2 Pre-Transport Strategy Public Consultation
TASK 8.3 Pre-Investment Programme Public Consultation
TASK 8.4 Post Draft Final Report Public Consultation
Full Time Activity/Task/Sub-Task

Part Time Activity/Task/Sub-Task
Chart 2.1
2-13
MAIN REPORT
Inception Report
2.6 Deliverables
The proposed deliverables with their time line is pictorially shown in Chart 2.2
Sl. Apr-11 May-11 Jun-11 Jul-11 Aug-11 Sep-11 Oct-11 Nov-11 Dec-11 Jan-12 Feb-12 Mar-12 Apr-12 May-12 Jun-12 Jul-12 Aug-12 Sep-12 Oct-12 Nov-12 Dec-12 Jan-13 Feb-13 Mar-13
Report
No. 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4
B. Completion and Submission of Reports
1 Inception Report
Field Surveys Report

2 (Traffic Surveys as required for immediate
action plan)
3 Immediate Action Plan
4 Report on "HMR (MRTS) Phase – II Proposals"
Report on "Field Surveys (HIS and Other

5
Surveys)"
Report on "Data Compilation and Statistical
6
Analysis"
Report On "Development of UTP Model,
7 Scenarios and Travel demand
forecasts"
Report on "Long Term Strategy for the
8
Transport Sector (Activity 4)"
Report on "Short, and Medium investment
9
strategy (Activity 5)"
10 Report on "capacity building (Activity 6)"
11 Draft final Report and Executive Summary
12 Final Report and Executive Summary
Audio Visual Presentation of Study Details

13
Findings and Recommendation
14 Progress Reports
Technical Note on:
a. Sampling techniques and sample generation
b. O-D Matrices and Desire Line Diagram
c. Road inventory, Traffic surveys and analysis
Development Scenarios and Network Options

d.
for different Horizons
e. Vehicle Operation Cost and Value of Time
f. Institutional Arrangement of Transport
g. Financial Assessment and Funding Analysis
Economic and Operation Assessment of

h.
Network Improvement
Chart 2.1: Deliverables
2-14
3. HMA – INSIGHTS
3.1 Historical Perspective

Hyderabad, the capital of Andhra Pradesh has evolved into a mega city over a period of 420 years
from a small habitation constructed by Kuli Qutubshah in 1591 AD. During its evolution the city of
Hyderabad has undergone tremendous changes in character and functions from a small trade centre
in Kuli Qutubshah time in 1591, into a cosmopolitan city housing variety of economic activities
besides being the seat of administration for the state of Andhra Pradesh since its formation in 1956.
Table 3.1 shows the growth trend of population of Hyderabad in the twentieth century. From the
table it can be seen that there has been a steep rise in population from 1901 to 1971. As the city
grew over a period of time the census boundary was expanded to include the urban agglomerations
coming under the influence of the mega city.
Table 3-1: Population of Hyderabad (1901 – 2001)
Year 1901 1911 1921 1931 1941 1951 1961 1971
Population (in lakhs) 4.48 5.02 4.06 4.67 7.39 11.31 12.49 17.96
Source: Draft Master Plan of HUDA 2020
The growth of Hyderabad city in space during year 1687 to 2010 can be better appreciated through
schematic development pattern shown in Figure 3.1. The urban agglomeration has grown 22 times
in three hundred years (from 32.4 sqkm to 736.1 sqkm) whereas in last 50 years (from 1959 to
2010), it is important to note that the city has expanded more than four times in area.
Hyderabad Urban Agglomeration Area from Year 1687 to Year 2010

Figure 3-1: Stages of Development of Hyderabad
3-1
MAIN REPORT
Inception Report
Realising the need for providing appropriate steps in effecting the balanced and sustainable
development of land use and the infrastructure the Government of Andhra Pradesh had identified
the Hyderabad Development Area (HDA) and constituted Hyderabad Urban Development Authority
(HUDA) in the year 1975 to administer its implementation under the Andhra Pradesh Urban Areas
(Development) Act. HUDA jurisdiction included the Municipal Corporation of Hyderabad (MCH), ten
surrounding municipalities, and 125 gram panchayaths covering a total area of 1,864.87 sqkm.
Further, HUDA has been reconstituted as Hyderabad Metropolitan Development Authority (HMDA)
by expanding its jurisdiction from 1864.87 sq.km to 7,145 sq.km by an Act of the Andhra Pradesh
Legislature.
3.2 Demographic Features of HMA

A fair understanding of the socio-economic and demographic characteristics of Hyderabad
Metropolitan Area (HMA) is a pre-requisite for developing a sound and sustainable transport system
for HMA. This has been accomplished through review of the past records, field visits, and discussions
with the local authority officials and other experts who were earlier involved with the transportation
planning aspects of Hyderabad city and its surroundings. An attempt is made in the following
sections to describe the understanding of the socio-economic and demographic characteristics, and
the issues related to transportation system in HMA.
True to the growing trends of urban agglomeration, HMA has densely populated area of GHMC and
potential growth areas beyond the erstwhile HUDA area within HMA. Table 3-2 presents the spatial
distribution of population and corresponding areas of the section in the HMA.
Table 3-2: Spatial Distribution of Population in HMA (1981- 2001)
Population (Lakhs)
Sl. No Components of HMA Area (sq.km)
Year 1981 Year 1991 Year 2001
1 Erstwhile MCH 172.60 21.96 30.58 (39%) 36.44 (20%)
2 Surrounding Municipalities (12 nos) 452.40 4.18 9.96 (138%) 18.33 (84%)
3 Secunderabad Cantonment 40.17 1.36 1.71 (26%) 2.06 (20%)
4 HADA 458.96 1.02 1.47 (44%) 1.44* (-3%)
5 Rest of HUDA Area* 992.00 0.81 2.16 (167%) 5.34 (147%)
6 Extended Area of HMDA (Outside HUDA area) 4,917.00 10.00 12.30 (23%) 15.93 (30%)
Total HMA Area 7,146.00 39.94 58.96 79.54
Note 1:* Rest of HUDA Area includes remaining villages
Note 2: Figures in bracket represents the decadal growth as percentages
*some of the villages considered earlier in HADA had been considered in Rajendra Nagar Municipalities in year 2001 census
Source: Compiled by the Consultants from Census Statistics.
From the Table 3-2 it can be seen that the decadal growth rate of population in MCH area is much
less as compared municipalities in the outskirts of MCH. Rest of HUDA area has also registered high
rate of growth in population. This trend is likely to continue till the outer areas get denser and
saturated. The provisional census-2011 results for Hyderabad indicate a population size of 74 lakhs.
Assuming this figure for Hyderabad urban agglomeration (GHMC plus SCB plus urban out growths),
Hyderabad has experienced a decadal population growth of over 30%. Table 3-3 presents the density
of population in the HMA over space.
3-2
MAIN REPORT
Inception Report
Table 3-3: Spatial Densities of population in HMA (1981 – 2001)
Sl. Components of HMA Density of population / hectare
No Year 1981 Year 1991 Year 2001
1 Erstwhile MCH 127.2 177.2 212.0
2 Surrounding Municipalities (12 nos) 9.2 22.0 38.0
3 Secunderabad Cantonment 33.9 42.6 51.3
4 HADA 2.2 3.2 3.4
5 Rest of HUDA area 1.3 2.7 5.8
6 Extended Area of HMDA ( Outside HUDA area) 2.0 2.5 2.7
Source: Compiled by the Consultants.
From the table it can be seen

that old MCH area has
reached density exceeding
200 persons / hectare. The
densities in the municipalities
are on the rapid increase and
the trend is expected to
continue. In this context, it is
more than important that
proper planning of land use
and related infrastructure, as
the future growth of HMA is
likely to be located in these
areas. Figure 3-2 shows the
population densities in HMA.
It is evident from the figure
the future population
Source: Compiled by the Consultants.
densities are going to swell in
the outer areas demanding Figure 3-2: Population Densities in HMA
higher connectivity and
accessibility to the core areas if the growth is to be sustained.
Hyderabad Metropolitan Area is cosmopolitan and at the same time egalitarian giving opportunities
for people from all walks of life. Thereby the residents of Hyderabad Metropolitan Area comprise of
rich communities living in luxurious flats and villas, and the poor living in slums and substandard
conditions.
Table 3-4 shows the details of slums located in HMA. Reportedly as many as 1,600 slums are situated
in erstwhile MCH and the adjoining municipalities with about 20 lakh in them. This amounts to
nearly 35% of the people are living in slums with substandard living conditions. This also points out
to the need for assessing the travel/ transportation needs of the population with drastically varying
socio-economic strata. This would pose a serious challenge to the planners from different angles.
Table 3-4: Slum Population in GHMC
3-3
MAIN REPORT
Inception Report
% of Slum % Slum Population of
Corporation/ Slum Population
Number of Slums Population in total Slum Population
Municipalities (2001)
respective Town in Study Area
MCH 1,142 1,411,000 38.3 72.3
Serillingampally 59 73,866 49.1 3.8
Kukatpally 81 19,585 6.7 1.0
Qutbullahpur 77 138,360 61.3 7.1
Alwal 61 62,585 58.8 3.2
Malkajgiri 44 47,396 27.1 2.4
Kapra 33 47,064 29.6 2.4
Uppal Kalan 21 43,586 36.9 2.2
LB Nagar 75 23,478 9.0 1.2
Rajendranagar 38 84,287 58.9 4.3
Total 1,631 1,951,207 37.5 100.0
Source: CDP of GHMC.
3.3 Economic Perspective

Work force participation rate and occupation structure
The economic profile of the HMA area has been studied vis-à-vis the workforce characteristics and
the main economic base of the area. The Workforce Participation Rate (WPR) has also been
reviewed for the study area. The results show a low WPR in core GHMC and comparatively higher
WPR in rural area in the rest of HMDA.
Low levels of primary sector employment (1.9%) among main workers as per census 2001 indicate
high urbanization level of the GHMC. However, the corresponding figures for the rest of HMDA area
show that more than 50% (Table 3-5) of main workers are engaged in primary sector due to its
dominant rural character. Comparative figures for marginal worker participation in primary sector
are high. This can be attributed to them being employed as informal/ part time labourers. The
secondary sector, as per census 2001 constitutes only of household industrial workers, employing
nearly 2.8 % of the total main workers in HMDA while 85.7% are employed in the tertiary sector.
Table 3-5: Occupational structure in HMDA – 2001
Main Workers (%) Marginal Workers (%)
Name/Sector
Primary Secondary Tertiary Primary Secondary Tertiary
GHMC 1.9 2.7 95.4 5.3 8.3 86.4
SCB 1.1 2.4 96.5 2.7 9.5 87.9
Rest of HMDA 54.1 3.3 42.6 69.8 5.4 24.8
Total HMDA 11.5 2.8 85.7 27.5 7.3 65.2
Source – Census of India 2001
Economic Base
All major economic activities of the HMDA area are concentrated in the state capital city of
Hyderabad. It is not only the administrative capital but also the economic and financial capital of
Andhra Pradesh. Being the largest contributor to the State’s gross domestic product, state taxes and
excise revenues, it has reached high levels of commercialization and monetization. It has a large
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population that is growing and therefore has the potential to power and propel the State’s future
economic growth.
The urban economic profile has undergone a transformation in recent years with service industry
playing a major role in the economic development of Hyderabad. Manufacturing sector includes
activities as disparate as the manufacture of pharmaceuticals, electronic goods and other industrial
products. Pharmaceutical industry is a dominant player of the manufacturing sector and is expected
to play an increasing role even in future in the exports of pharmaceutical products. Hyderabad is
considered as the "bulk drug" capital of the country due to the presence of a large number of bulk
drug units accounting for about 30-35% of the total production in the country.
The economy of Hyderabad is witnessing a transformation from traditional manufacturing towards a
knowledge-based economy. This is primarily due to policies of the state government to promote
knowledge sector and tourism through a series of initiatives and programs. Knowledge sector,
particularly Information Technology and IT enabled services (ITES) along with the Biotechnology is
gaining momentum in the State. The tertiary or service sector has increased over the last twenty
years with a significant proportion of new jobs across a whole range of activities. Of late, this sector
has emerged as the single largest employer and will continue to grow as the dominant sector in the
future considering the developmental initiatives planned in the area. The sector contributed to more
than 72% of the total city’s workforce in 1991 and nearly 90% in 2001 due to the development of IT
sector, bio-technology and tourism, which are being identified as future growth engines.
3.4 Principal Activity Area

The old MCH area and other smaller municipalities continue to be the main activity and employment
centres in Hyderabad. Majority of the employment centres are concentrated in the central area.
These include Secretariat complex for administrative activities, Abids, Koti, Begumpet, Charminar
area for trade & commerce, Osmania University, Hyderabad Central University, JNTU Kukatpalli,
Chevella road, Sagar road, and Cyberabad for educational, institutional and IT related activities,
Ramachandrapuram, Pattancheru, Balanagar, Uppal, Cherlapalli, Jeedimetla, and Moulali for
manufacturing & industrial activities. The new employment centres coming up in Hyderabad are Bio-
technology, life styles and service industries etc.
The main activity centers in HUDA are located in the corridors from Punjagutta to Begumpet,
Begumpet to Secunderabad railway station, Secretariat area, Abids and Koti, Charminar Area,
Osmania University, and Industrial Area in the north (Jeedimetla and Qutabullapur); and Cyberabad
and High Tech City.
Other Activity Centres: Besides the above activity centres, the Government has notified important
roads as commercial roads and delegated powers to the Commissioner for allowing conversion of
residential uses along the identified roads. There are more than fifteen such roads/ stretches like
Banjara hills Road No. 1, Banjara hills Road No. 2 and Jubilee hills Road No. 36 etc. spread in MCH
limit.
In the Draft Master Plan - 2020 for Hyderabad, a number of commercial centers are proposed
(Figure 3-3). These district centres have been identified for commercial and employment related
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development. These important centres are Upparapally, Ramachandrapuram, Shamshiguda,
Bowenpally, Alwal, Gondla Pochampally, Kapra, Karmanghat, and Hayatnagar etc.
Figure 3-3: Proposed Locations of the Employment centres in HUDA
Besides these commercial centres, 17 work centres are also proposed in Draft Master Plan 2020,
which are largely located just outside the erstwhile MCH. Proposal of these multiple commercial
and work centres expectedly perpetuate the existing directions of spatial growth of the city. These
proposals reinforce the idea of continuous body extension of core areas of Hyderabad. This is not a
desirable feature in so far as transportation systems efficiency is concerned.
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3.5 Existing Transportation Scenario
3.5.1 Transportation System
Hyderabad Metropolitan Area is served Existing T e m p o C yc le s

3%
by multi modal transportation systems Auto 2%
11 % Bu s
consisting of MMTS (Multi Modal 44 %
Transportation System rail based),
Road Based Bus transport, private TW Modal Split
modes like Cars, Two wheelers and 29 %
C a rs
Intermediate Public Transport System 11 %
(Auto-rickshaws, tempos, and Source : CDP GHMC
minirams/seven seaters). Besides this, Figure 3-4: Existing Modal Splits
marginal travel is also made by cycles.
The available data on mode split of passenger travel in Hyderabad city suggests that Public and
Private Modes are more or less equal in meeting the travel needs of commuters.
Figure 3-4 shows the typical data on mode-split of travel in Hyderabad. From the figure it can be
seen that Bus transport basically operated by APSRTC carries 44 percentage of the trips while car
and two wheelers carry 40 percent of the trips. The IPT modes like tempos and auto rickshaws carry
about 13 percent of the trips. Cycles carry only 3 percent of the trips. MMTS carries considerably
less share (1.7%) of the public transport trips. This can be attributed to the low frequency and
limited network of operations which does not provide attractive service. From this data it can be
concluded that the urban transportation system in Hyderabad metropolitan area is primarily road
based. It is understood that like many cities of India, cycle was the primary mode in yester years and
this has been replaced by privately owned mechanized modes. This change can be attributed to two
basic features namely increased trip lengths and growing economic standards of the residents of
Hyderabad. Looking at HMA extending over 7,145 sq.km and the kind of commuting that will be
involved in the future, a well thought-out and networked integrated multimodal mass transport
system will be required for meeting the future needs and also to remain sustainable.
3.5.2 Public Transport Scenario

The city of Hyderabad has PTS like Road Based Bus Transport and rail based Multi Modal
Transportation System (MMTS).
Bus Transport: Andhra Pradesh State Road Transport Corporation (APSRTC) operates the buses at
present in the city as a mass transport service. There are 16 terminals within the city region. In
addition to APSRTC buses, Setwin Buses are operated along 10 designated routes and their present
strength is about 100 buses. These buses complement the APSRTC buses by extending services
during peak hours.
Currently, the city division of APSRTC has a fleet size of 3,645 buses and operates on 1,207 routes
every day, making about 44,000 trips/day across the city, covering 9.6 lakh vehicle kilometres each
day (vehicle utilization over 260 km / day). About 32 lakhs passenger trips are made by APSRTC
buses in a day. There are three types on bus service in city namely; the ordinary bus, Metro-Express
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and the Veera luxury services. All of which have similar seating capacity and run on ‘high-speed’
diesel. All the Buses ply on the same carriageway as that of other private vehicles and thus the level-
of-service offered by the bus system is severely limited by the heavily congested road-network. This
manifests in a situation where the bus system is unable to cater to the peak hour passenger demand,
resulting in over-crowded buses, longer waiting times and slower speeds. The fleet characteristics by
various types of services, routes, schedules etc. are given below:
Service Fleet Schedules/ day Trips / day Bus-Km/ day
Volvo/ AC 35 35 304 10,722

Vestibule 10 10 105 2,616
Metro Deluxe 143 139 1357 43,595
Metro Express 963 887 10,838 2,56,983
City Ordinary 1,501 1,401 20,312 3,57,341
Sub-Urban 778 723 8,679 2,22,415
Mofussil 124 117 1,252 38,408
District Ordinary 85 79 753 29,341
Mini Bus 6 6 132 1,521
Total 3,645 3,397 43,732 9,62,942
Multi Modal Transportation

System (MMTS): Figure 3-5
shows the existing MMTS Rail
Network in Hyderabad.
The current network extends
to about 47 km with 26
stations, and 77 train runs per
day by employing about 12
rakes. Presently, some of the
MMTS rakes have 9 cars/
coaches and some have only
six. In spite of the severe
demand for faster public
transport modes, MMTS trains
are running much below the
actual carrying capacity and Figure 3-5: Map Showing MMTS Phase-I in Hyderabad Urban Area
cater to about 100,000
passenger trips per day. This is primarily because of very low frequency of about 40 to 80 minutes
between two successive trains during peak periods and lack of integration with the bus-system.
However, SCR is planning to augment rakes to increase frequency with all rakes having nine coaches
with host of features including GPS based passenger information system. This step by SCR can
quickly take daily ridership to about 1.5 lakh.
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Hyderabad Suburban Rail: In addition to MMTS service, South Central Railway run suburban rail
service on many sections around Hyderabad. The sections/ routes are:
• Secunderabad-Bolaram-Secunderabad: SB/BS, 2X5 trips, 9 halts in between, 13 km
• Falknuma-Umdanagar-Falknuma: FU/UF, 6+5 trips, 2 halts in between, 13 km
• Secunderabad-Manoharabad-Secunderabad: SMB/MBS, 2X4 trips, 14 halts in between, 38 km
• Secunderabad-Malkagiri-Bolaram: SMJ/MJB, 1+1 trips, 8 halts in between, 13 km
• Secunderabad-Medchal-Secunderabad: SM/MS, 2X6 trips, 12 halts in between, 25 km
Although suburban services are not very significant at present, these are potential demand/supply
corridors which can in future be served with MMTS and or more frequent suburban service.
3.6 Existing Transportation Network

As observed in the foregoing section present system of transportation in Hyderabad urban area is
primarily road based. Figure 3-6 shows the transport network comprising of primary road network
catering to the travel needs of the city. The MMTS operates trains amongst Falaknuma,
Secunderabad, Nampally Lingampally and Bolaram stations which otherwise fall in the regional
corridors of south central railway. The major road network in Hyderabad is functionally inefficient
because there is no road which can be qualified as arterial road to function as mobility system. This
is because all the major roads provide direct access to the properties. Following is the list of roads
which are functioning and meeting the most of mobility needs of commuters in Hyderabad.
• NH 7 acts as one of the major radial road along the North-South axis from Medchal to
Shamshabad side.
• NH 9 radiating from South-East from Pedda Amberpet to towards the North-West Patanchervu
side.
• NH 202 towards the East (Warangal side).
• Karimnagar road SH1: passes through Singaipally in Wagral Mandal.
• Nagarjunasagar road SH2: passes through Chowdaripally in Yacharam Mandal.
• Vikarabad road SH4: passes through Kistapur in chevella Mandal.
• Srisailam road SH5: passes through Dasarapally in Kandukur Mandal. and
• Medak road SH6 : Jeedimetla side.
These roads continue beyond HMA to serve the external movements and interstate traffic.
Other arterial Roads in GHMC and HUDA area are: Inner Ring Road; Old Bombay road from Lakdi-
ka-Pul to BHEL; NFCL-Banjara Hills-Jubilee Hills-Hitech City-Kondapur Road; Gachibowli-Miyapur
road; Bollaram Road; New Bowenpally (NH-7)-Kukatpally (NH-9) road; Secundrabad-Narayanaguda-
Koti-Mahaboobganj Jn. (Metro Corridor-2); Charminar Pedestrianisation Project (CPP) Mir Alam
Mandi Rd-Himmatpura-Moti Gali-Kilawat-City college; Tarnaka-Moulali road; Mallapur main road;
Mallapur to Uppal and radial road at Nagole.
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Figure 3-6: Transportation Network in Hyderabad
Major Sub- Arterial Roads:

The sub arterial roads in the study area are more than 100 in number. Figure 3-6 also shows the sub-
arterial roads in study area. Some of the sub arterial roads in GHMC are as follows:
S
Name of the Road S No Name of the Road
No
MJ Market (Malakunta road)-City college (Muslim Jung
1 Road No:12 Banjara Hills 29
Brid)
Gosha Mahal Road-Darus Salam-Mallepally road- Noble
2 Road No:45 Jubilee Hills -Madhapur PS Jn 30
Tal
3 JNTU to Hitech city-Old Bombay road 31 Asif Nagar-Dattatreya Colony-Karawan road
4 Srinagar colony road 32 Charminar-Golconda
Yusufguda Main road-Srinagar colony-Jubilee
5 33 Dhoolpet Road-Ghosha Mahal Jn
Hills Road No:5
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S
Name of the Road S No Name of the Road
No
6 Road No:10 -Jubilee Hills-Hitech city road 34 Laxmi Nagar-Gudi Malkapur road
7 Film Nagar road 35 Chaderghat-Salarjung Jn
8 Ameerpet-Greenlands 36 Tilak road-Abids Bata-Ram Koti-Kachiguda Station road
9 SR Nagar to Balkampet 37 Shivam Road-Nallakunta road
10 Fatehnagar to Ameerpet 38 Ramnagar Gundu to Musheerabad
11 Fatehnagar to Sanathnagar 39 New Nagole Main road
LB Nagar-Saroor Nagar Rd-Saidabad PS-Dabeepura
12 Yusufguda to ESI Hospital 40
road-Chatta
Gaddi Annaram Rd (3 roads connecting Saroornagar
13 Sanathnagar-Motinagar-Yosufguda 41
colony
14 Minister's road 42 Yakutpura road- Station-Saidabad road
15 YMCA to Secundrabad 43 IRR (Jn-43)-Eid Bazaar-Talab Katta-Moghalpura
16 Sarojini Devi Road (Sangeet to Paradise) 44 IRR-Uppuguda-Lal Darwaja road-Shalibanda
17 Prenderghast road 45 Mithani-Kanchanbag
18 Lower Tank Bund road 46 Jn-37 IRR (P-7 road)
19 Kavadiguda road 47 Vanasthalipuram Rd-BN Reddy Nagar-Sagar road
20 Indira Park-RTC X Roads-Vidya Nagar 48 Bairamalguda Bypass
21 Shivam Road-OU-Tarnaka 49 Mettuguda-Malkajgiri-Safilguda-Neredmet
OU Rd.-Nallakunta-Fever Hospital-Barkatpura
22 50 Old Bowenpally (NH-7)-Trimulgherry-Kushaiguda Jn
Chaman-Kachi
23 Kachiguda Station road 51 Jeedimetla-NH-7
24 Liberty-Himayat Nagar-Narayanaguda-Barkatpura 52 Jeedimetla-Kukatpally (Usha Mullapoodi road)
PC Room-LB Stadium-Old MLA quarters-New
25 53 Nizampet road
science college
26 YMCA-King Koti road-Abids road (Hotel Taj) 54 St.John's Circle-Neredmet road
Lower Tank Bund-Basheerbagh-Abids GPO- Koti
27 55 Wellington Rd-Ordinance Rd-Malkajigiri road
AB-Mojamjah
Abids(Taj Ice cream Intersection)-Bazaar Ghat-
28
Vijaya Na
The service levels on these roads are very poor because of inadequate geometrics, mixed traffic
conditions, ineffectively managed traffic operations in the mid-blocks and as well at intersections. Of
overall road network in HMA, approximately 6,500 km municipal roads are under ownership of
GHMC. It includes apart from higher order roads, the colony roads providing access to and between
various properties.
3.7 Traffic Safety

On an average more than 6,000 road
traffic accident are reported in the
city of Hyderabad every year. Of
these accidents 25% are found to be
serious in nature and the remaining
were minor injury or property
damage accidents. Cyberabad and
Hyderabad have equal number of
accidents. However the severity rate
is much higher in Cyberabad when Source: Traffic Police, Hyderabad & Cyberabad
compared to Hyderabad (Figure 3-7). Figure 3-7: Accident Statistics of Hyderabad and Cyberabad
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This can be attributed to fairly high speeds of operation in that area. Appropriate measures need to
be evolved to reduce the numbers as well as severity.
3.8 Growth in Vehicle Registration

In Hyderabad about 23 lakh vehicles have been registered by the year 2007. A study of registered
vehicles reveal that the number of vehicles in study area has almost doubled in the last five years,
with significant share of two-wheelers as shown in the Table 3-6 below.
Table 3-6: Growth Trend of Motor Vehicles in Hyderabad
January March March % Increase from % of total vehicle
Mode
2007 2002 1993 2002 to 2007 for year 2007
Buses & Pvt.Serv. Vehicles 15,299 13,817 3,836 10% 0.70
Auto Rickshaws 99,105 71,069 23,874 39% 4.3
Cars & Jeeps 3,24,347 1,84,715 66,793 75% 14.2
Two wheelers 17,38,640 11,24,508 4,67,225 54% 76.2
Goods Vehicles 82,534 48,292 16,473 70% 3.6
Taxi Cabs 21,434 5,531 5,333 287.52% 0.9
TOTAL 22,81,395 14,47,932 5,85,644 100.0
Source: (Registration Data, 31-1-2007) and Draft Master Plan for Hyderabad Metropolitan Area, 2020
As seen in the table the proportion of two wheelers is 76% and the cars & jeeps are 14%. The highest
percentage of growth has been observed in four-wheeler segment (75%) followed by two wheelers
(54%). Consultant shall further collect this information up to the latest year and try relating it with
vehicular ownership as established through home interview survey. This shall further be utilized in
building vehicle ownership sub-model in UTP model development in this study.
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4. TRANSPORTATION PLANNING FOR LARGE URBAN METROPOLITAN
REGIONS - VISIONING, GOALS AND OBJECTIVES
4.1 Overview
Accommodating the expanding demands for urban transportation is often rated as the most difficult
challenge facing both stable and growing urban communities. Travel demands are increasing even in
communities that are not growing, because of life and work style mobility changes that are creating
new or longer trip making. Many people change jobs or homes for a variety of social and economic
reasons even if this increases their travel distances, times and costs. In the developing countries
greater workforce participation rates, particularly for females, is further increasing urban travel.
Changing demographic characteristics, where younger age population profiles are entering their
prime travel demand period of their lives further compounds travel growth. Expanding economies
and resulting quality of life expectations and people’s “value of time”, typically means that
congested travel conditions accepted by earlier generations are now unacceptable.
In India the size of urban communities are not only increasing from natural growth but significantly
by rural migration mainly driven by perceived job and education opportunities. Hyderabad, in
common with most other Indian metropolitan conurbations, is simultaneously being subject to all of
these changing travel growth factors. Compared to developed countries, in cities like Hyderabad,
these changes are happening in a much more compressed time frame. Concerns regarding global
warming, depletion of traditional transportation energy resources, international economic inter-
dependability and now greater understanding of the need for global and local environmental
sustainability, are adding to the challenges facing the Hyderabad Metropolitan Area. Many of the
older and perhaps more mature international cities were benefited by centuries of fairly slow
urbanization and have substantial “paid for” extensive inventories of institutional and transport
infrastructure. Most large Indian cities have a lot of catch-up to reach the same level of urban
services enjoyed by the toped ranked world cities. However Beijing and Shanghai have shown the
way that this can be done. But India is not China.
Comprehensive transportation planning in an area such as Hyderabad cannot be “comprehensive”,
unless it is integrated with the other critical aspects and forces that create cities. Land use,
environmental quality, economic growth and viability and achieving lifestyle objectives are obvious
factors that have to be taken into account in evolving a comprehensive plan. However, there are
more subtle factors that will have a bearing on final outcome of the CTS. For example the study
recommendations should be resilient to the inevitable changes and opportunities that cannot be
reasonably predicted at this time. The study will attempt to model the behaviour of people and
business activity some twenty and thirty years from now. Regardless how careful we measure what
is happening now, there will always be some level of uncertainty in forecasting the future. People
change. Businesses change. Political philosophies change.
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The CTS report needs to be considered as a “living document” and this will have to be monitored and
regularly updated to reflect change and/or changes. The travel demand forecasting models are
specifically designed to facilitate the rapid assessment of change. An out of date model is not a
useful transportation decision tool.
4.2 Visions, Goals and Objectives - Indian and International

Perspective
One of the key issues that will need to be addressed early in the study process is a clear
understanding the medium and longer term visions for the HMDA. The CTS should be designed to
achieve these visions and the related goals and objectives, rather than to attempt to use the
transportation planning process to create the vision. The terms vision, image, goal, guiding
principles, key policies or strategies and mission statements are often used interchangeably. Where
it is recognized that the transportation and land use planning process should be integrated,
development and transportation “visions” get tied together. But, they are often biased towards the
focus or thrust of a particular subject matter and generally are not comprehensively holistic.
Hopefully visions, goals and objectives can significantly withstand changes in governance at all levels.
This does not mean that they should not be subject to scrutiny and refinement as society views
change.
The following sections present some examples of stated visions, goals and objectives that illustrate
both the diversity of thought and common threads that have emerged in recent planning and
development of large urban communities across the world. Some vision statements are concise and
while others are more verbose as the authors have preferred to provide a rationale. Perhaps they
were written by a committee. However, the urban issues being addressed in these plans and actions
are surprisingly similar, whether it is Hyderabad, London, Mumbai Tokyo, Seoul or Toronto. Perhaps
a distinguishing factor is the level of maturity of the city and its region and the degree that it is
undergoing change. One of the elements that tend to bind these cities together is that with global
economic competiveness and shared environmental concerns, the decision makers are trying to
achieve similar visions for the sustained well being of their communities and have to respond to the
competition and aspirations of their community. Good and bad news travels fast.
4.2.1 Ministry of Urban Development, Government of India

The Vision of the Ministry is “To facilitate creation of economically vibrant, inclusive, efficient and
sustainable urban habitats”. Consistent with the vision, the Mission is to “promote cities as engines
of economic growth through improvement in the quality of urban life by facilitating creation of
quality urban infrastructure, with assured service levels and efficient governance”. The objectives of
the Ministry are to:
• Facilitate creation of basic urban infrastructure relating to water supply, sanitation and urban
transport to improve service levels and coverage by 2017.
• Creating enabling Policy environment for efficient and inclusive urban Governance.
• Facilitate implementation of urban sector reforms under Jawaharlal Nehru national Urban
Renewal Mission.
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• Capacity building of key stake holders including elected representatives for efficient urban
management.
• To facilitate planned development of national capital region.
• Creation of residential facilities for Government officials and office space for Government and
administration of CPWD.
4.2.2 National Urban Transportation Policy Government of India
4.2.2.1 NUTP Vision

• To recognize that people occupy center-stage in our cities and all plans would be for their
common benefit and well being.
• To make our cities the most livable in the world and enable them to become the “engines of
economic growth” that power India’s development in the 21st century.
• To allow our cities to evolve into an urban form that is best suited for the unique geography of
their locations and is best placed to support the main social and economic activities that take
place in the city.
4.2.2.2 NTUP Objectives

The objective of this policy is to ensure safe, affordable, quick, comfortable, reliable and sustainable
access for the growing number of city residents to jobs, education, recreation and such other needs
within our cities. This is sought to be achieved by:
• Incorporating urban transportation as an important parameter at the urban planning stage
rather than being a consequential requirement.
• Encouraging integrated land use and transport planning in all cities so that travel distances are
minimized and access to livelihoods, education, and other social needs, especially for the
marginal segments of the urban population is improved.
• Improving access of business to markets and the various factors of production.
• Bringing about a more equitable allocation of road space with people, rather than vehicles, as its
main focus.
• Encourage greater use of public transport and non-motorized modes by offering Central financial
assistance for this purpose.
• Enabling the establishment of quality focused multi-modal public transport systems that are well
integrated, providing seamless travel across modes.
• Establishing effective regulatory and enforcement mechanisms that allow a level playing field for
all operators of transport services and enhanced safety for the transport system users.
• Establishing institutional mechanisms for enhanced coordination in the planning and
management of transport systems.
• Introducing Intelligent Transport Systems for traffic management.
• Addressing concerns of road safety and trauma response.
• Reducing pollution levels through changes in travelling practices, better enforcement, stricter
norms, technological improvements, etc.
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4.2.3 HMDA Revised Master Plan for Core Area
The following was abstracted from a presentation for HMDA EC meeting.
Figure 4-1: Revised Master Plan for Core Area (Erstwhile MCH Area) of GHMC dated 27.01.2010
Aim of this revised Master Plan is to make Hyderabad Core City economically, infrastructurally,
environmentally and socially sustainable for the future.
4.2.3.1 Future Image of Hyderabad

Compact City:
• Potential for Rejuvenation & Redevelopment and optimization of infrastructure and resources.
Efficient City
• Efficiency in land use, traffic movement & time saving, infrastructure & services.
• Efficient Urban Management Systems and with peoples participation.
Healthy City
• Healthy Living Environment- Healthy City-Healthy Citizens
• Environmental Conservation-Greening
Safe City
• Safe for all age groups and people from all social & economic backgrounds and from natural and
man-made disasters and threats of all kinds.
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City with options
• Multiple options of employment, good work-home relations, education, health & recreation.
Pedestrian Friendly City
o Pedestrian facilities to enable more walking.
o Mixed land use pattern
One Hour City
o To be able to reach ‘Below One Hour From Anywhere to anywhere’ within MCH Area
Low Carbon City
o A Self Sustainable City & Region with least carbon footprint.
o Keeping in view the conservation of environment and to tackle climate change issues
4.2.3.2 Cardinal Principles of Development

• Redevelopment and renewal
• Efficient and effective circulation plan
• Flexible but effective land use policy
• Overall regulation
• Infrastructure planning and development and up gradation
• Overall optimization of land and land use
• Conservation of heritage and ecology
4.2.3.3 Approach to the Master Plan

• Increase and improve access to all parts of the city.
• Improve overall circulation, connectivity, alternative routes, and Integrated Multimodal
Transport System
• Improve the quality of infrastructure and housing w.r.t to the required carrying capacity.
• Improvement in the quality of urban form/built form in most parts of the city.
• Integration of various projects, consolidation of information.
• Develop the city into a modern metropolis while conserving the environment and heritage.
• Improvement in quality of life for all citizens of all parts of the city
4.2.3.4 Overview
The above statements represent a compendium of urban visions, goals and objectives that are
somewhat overlapping. But taken as whole, are comprehensive and reflect the values and
aspirations of many other large metropolitan regions. The challenge in the CTS will be to formulate
an agreed set of progressively defined visions, goals, objectives and implementation strategies for
the whole of the HMA to guide the conduct of the CTS, as elaborated in Section 5 of this document.
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4.2.4 City of Ahmedabad – Submission under JNNURM
4.2.4.1 Overall City Vision

A vibrant, productive, harmonious, sustainable and environment friendly, clean and liveable city
having a responsive local government offering its citizens a good quality of life - in essence:
“Ahmedabad – A Vibrant City, a City of Quality Life for all”
4.2.4.2 Goal is to achieve:

• A compact, coherent urban form with well designed public and green open space
• Conservation of natural resources and heritage areas
• Integrated development
• Economic and integrated development, infrastructure, land use / transportation plans
Multi activity New Town Urban Development Plan
4.2.5 Mumbai Metropolitan Region Development Authority
4.2.5.1 Overarching Vision - 2006

To support the goal of “Transforming Mumbai into a world class city with a vibrant economy and
globally comparable quality of life”.
4.2.5.2 Comprehensive Transportation Study & Regional Business Plan 2008

In the absence of an updated Regional Development Plan and in attempting to address the
transportation and investment requirements for a metropolitan region expected to grow from 22
million in 2005 to 34 million by 2031 three key strategies were adopted in the study.
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1. The resiliency of the proposed public transport and road networks were assessed in relation to
several long term regional development scenarios covering a wide range of urban
intensification and Greenfield urbanization alternatives. Implementation priorities considered
the need and justification for these several futures. In summary, planning for future
uncertainties.
2. The adoption of the principle of “Public Transit First” in planning and implementation of
transportation investments.
3. The adoption of the principle “Growth should Pay for Growth” in the mobilization of
resources. In practice this requires the rationalization for and aggressive implementation of
development charges specifically applied for capital urban infrastructure.
4.2.5.3 CTS to Assist in Formulating Change

It was concluded that the CTS should not only address the obvious existing transportation deficits in
the Mumbai Region but should proactively support positive economic, environmental and social
change. The following table summarizes the agreed, if somewhat ambitious, targets of change.
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4.2.6 Greater London Authority
4.2.6.1 The London Plan

The reasons for describing the experiences and approaches being followed in London is that it is
culturally diverse; it has had to reinvent itself to keep its place as a global city and it in the process of
replacing its London Plan by applying some new and innovative approaches in city planning and
transport development. Although income levels in London are very high, 40% of households do not
own a car. London’s underground (the Tube) is very extensive (402 km and 270 stations), yet 40% of
the underground is built on the surface. The population of the GLA is about 8.5 million and covers an
area of 1,623 sq. km. HMA is 7,150 sq. km.
Over the last 50 years the governance and planning of the Greater London area has undergone
several incarnations. The first Development Plan for London was finalized in 2004 and revised in
2008. The present Mayor is proposing to replace rather than update the current statutory
Development Plan. The governance and organisation structure of the GLA and the Transport for
London Group is shown in the Figure 4-2 below. Each elected mayor has the power to organise the
GLA Group within the framework of the Greater London Authority Act.
Transport Current Committees

Elected by Public at Large Policing 7 July Review Committee
Term 4 years Fire and emergency planning Audit Panel
Economic development Budget Committee
Mayor Deputy London Planning Budget Monitoring Sub-Committee
of Mayor Assembly Culture Business Management and Appointments Committee
London 25 Members Environment Economic Development, Culture, Sport and Tourism Committee
30 Staff 600 Staff Health Environment Committee
Health and Public Services Committee
Planning and Spatial Development Committee
London Assembly: Mayor's GLA Chair Standards Committee
Question Time and Plenary meetings Deputy Chair Transport Committee
10 Meetings pa
GLA Executive
People's Question Chief Executive Officer
Time Monitoring Officer
2 Meetings pa Chief Financial Officer
GLA Group
Metropolitan Fire & Emergency London Transport London's

Police Planning Development for Transport
Authority Authority Agency London Strategy
Board of Directors Underground Advisory Panel

Chair - Mayor Surface Advisory Panel
13 Directors Rail Transport Advisory Panel
Appointed by Mayor Safety, Health and Environment Committee
Finance Committee
Commissioner Audit Committee
Surface Transport Rail Division London Group Support

Division -Buses Integration Underground Services
& Roads National Rail
Figure 4-2: Greater London Authority & Transport for London
The 47 year old Mayor Boris Johnson was formerly a journalist, newspaper editor and author and
served for seven years as an elected member of the British Parliament. The prose used in the
Mayor’s vision and objectives are reflective of this background.
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Mayor’s Proposed Vision for London
‘I want London to be the best big city on earth.’ ‘To understand what needs to be done, try Googling our city with one of
those satellite maps. Zoom in and out of London from on high.
You will see how the world beneath you is divided into two categories. There is private space – that is, homes and gardens
occupied by individuals and their families.
But more than half of the London landscape – by area – is shared space: roads, parks, canals, rivers, squares, shops, piazzas,
malls, stations, monuments and museums. This shared space is a vast and complex environment in which millions of perfect
strangers must move, meet and negotiate.
What is it like in that shared space? Are people stressed, tense, crowded, unhealthy, unhappy, snappy or even downright
hostile? Or are they relaxed and good-humoured, surrounded by things of beauty both natural and man-made?
The genius of a big city lies in the way it organises that shared space, for the benefit of visitors and inhabitants alike.
We want to make that shared space ever safer, so that it is always pleasant to visit a park, and so that public transport is
never threatening.
We need to bridge the gap between rich and poor, to fight illiteracy and youthful poverty of ambition – not just because
they are evil in themselves, but because they lead to the criminal disorder that affects everyone.
To make that shared space safer, we need to make it more beautiful. That is why we are seeking a world reputation for new
and improved public spaces that Londoners will cherish for decades to come.
We will tackle stress and overcrowding by building houses that once again have decent-sized rooms, and we will insist on
architecture that once again delights the eye.
London is now poised to lead the world in new green technology – from electric cars to home insulation to a new low-
carbon bus to a bike hire scheme – that will help reduce CO2, sweeten the air, generate jobs and save consumers money at
the same time.
Wherever we can we want to plant more trees, protect green space and push ahead with the expansion of an efficient and
world-beating public transport system. These plans set out the fundamental economic and environmental importance of
these transport investments for the whole of the Greater London area.
We want to let Londoners make the most of their innate talent and flair so that they make London’s economy even more
productive and successful and we want all Londoners to have the opportunity to find fulfilling jobs. That also means
ensuring the conditions are right for the businesses that employ them to flourish.
This is a vast and disparate city, the product of centuries of immigration and technological change. But with energy and
enthusiasm we intend to bring our communities together – celebrating our different traditions while sharing the humour
and friendliness that unite us as Londoners.’
Boris Johnson
October 2009
4.2.6.2 Mayor’s Proposed Objectives for the London Plan

The Mayor’s six objectives for the new London Plan are to ensure that London is:
• A city that meets the challenges of economic and population growth to ensure a sustainable,
good and improving quality of life for all Londoners and helps tackle the huge inequalities among
Londoners, including inequality in health.
• A globally competitive and successful city with a strong and diverse economy and an
entrepreneurial spirit that benefits all Londoners and all parts of London. A city at the leading
edge of innovation and research that makes the most of its rich heritage and cultural resources.
• A diverse, strong and accessible city to which Londoners feel attached, that give all its residents,
workers, visitors and students a chance to realise and express their potential and a high quality
environment in which to enjoy, live together and thrive.
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• A city that delights the senses and takes care of its buildings and streets, with the best of
modern architecture while making the most of its built heritage. A place that gets the best out of
its wealth of open and green spaces and waterways, realising its potential for improving
Londoners’ health, welfare and development.
• A world leader in improving the environment locally and globally, at the forefront of policies to
tackle climate change, reduce pollution, develop a low carbon economy and consume fewer
resources and use them more effectively.
• A city where everyone can access jobs, opportunities and facilities with an efficient and effective
transport system that actively encourages walking and cycling and makes better use of the
Thames, and supports all the objectives of this plan.
The above “objectives” might be interpreted by others as vision and goal statements and reflects
who is “holding the pen” at the time.
4.2.6.3 Content of the London Plan
There are numerous background studies and technical reports that were undertaken to support the
new London Plan. The draft proposals are summarized in a report covering various topics such as
overview, Objectives, The Mayor’s vision, context, London’s places, London’s people, London’s
economy, London’s response to climate change, London’s Transport, implementation, monitoring
and review etc.
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4.2.6.4 London Plan - Transport
This chapter in London Plan sets out the Mayor's approach ensuring London as city, easy, safe and
convenient for everyone to access jobs, opportunities and facilities using an efficient and effective
transport system which actively encourages more walking and cycling and makes better use of the
Thames.
London Plan Key Transport Strategies Policies and Actions
The Plan identifies strategies, policies and actions under the following topics:
• Strategic approaches
• Providing public transport capacity and safeguarding land for transport
• Assessing transport capacity
• Enhancing London’s transport connectivity
• Funding strategically important transport infrastructure
• Aviation
• Better streets, buses and trams
• Inter-city bus coaches
• Cycling
• Walking
• Smoothing traffic flow and tackling congestion
• Road network capacity
• Parking
• Freight and strategic rail freight interchanges
London’s Integrated Rail Network
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An example of one of the policies of providing public transport capacity and safeguarding land for
transport is as follows
Strategic
A The Mayor will work with strategic partners to:
a improve the integration, reliability, quality, accessibility, frequency, attractiveness and
environmental performance of the public transport system
b coordinate measures to ensure that the transport network, now and in the future, is as
safe and secure as reasonably practicable
c increase the capacity of public transport in London over the plan period by securing
funding for and implementing the schemes and improvements set out in Table 6.3.
Planning decisions
B Development proposals that do not provide adequate safeguarding for the schemes outlined
should be refused.
LDF preparation
C Boroughs and any other relevant partners must ensure the provision of sufficient land, suitably
located, for the development of an expanded transport system to serve London’s needs by:
a safeguarding in DPDs existing land used for transport or support functions unless
alternative facilities are provided that enables existing transport operations to be
maintained
b identifying and safeguarding in DPDs sites, land and route alignments to implement
transport proposals that have a reasonable prospect of provision.
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Travel by public transport needs to be improved to increase its appeal relative to the car, and the
issues set out in Policy need to be addressed to improve the attractiveness of the current and future
network for passengers. Boroughs need to safeguard the current range of land in transport uses and
allocate land in their relevant development plan documents so that the schemes outlined can be
implemented.
Securing the land needed for transport (for a range of purposes, from ventilation shafts to facilities
for bus drivers), and protecting it from development, has proved difficult in London. This pressure
had been felt most in the places where land is most required. Release of this transport land should
only occur in consultation with the relevant transport organisations, and where alternative transport
uses for the site concerned have been fully explored.
4.2.7 Greater Toronto Area

The Greater Toronto Area (GTA) in the Province of Ontario, is the largest metropolitan area in
Canada, with a population of about 6 million spread on an area of 7,100 sq. km., or the same size as
the HMDA. The GTA is composed of the City of Toronto as the central city of the region, surrounded
by the four regional municipalities of Durham, Halton, Peel and York. Within each regional
municipality there are several local municipalities. The GTA is one of the fastest growing
metropolitan areas in North America and has restructured its governance several times, over the last
60 years. Unlike India, the Canadian Constitution permits two levels of municipal jurisdiction below
the provincial level. The provinces in Canada are the equivalent to the states in India. There are great
similarities between the Indian and Canadian systems of government and legal practices. Toronto is
typically rated within the top ten “best world cities”.
Figure 4-3: Government Structure in Greater Toronto Area
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Figure 4-4: Downtown Toronto
4.2.7.1 Role of the Province of Ontario

The Province of Ontario has overriding responsibility for urban areas but attempted to significantly
download its role in the planning and development of the GTA, to the two levels of municipal
government. However in recent years, it has had to reassume principal responsibilities in the GTA for
setting policies for strategic directions for growth and the implementation of regional scale
infrastructure. The principal provincial “urban ministries are:
• Ministry of Environment
• Ministry of Infrastructure
• Ministry of Intergovernmental Affairs
• Ministry of Municipal Affairs and Housing
• Ministry of Transportation
Ontario Provincial Policy Statement (PPS)
This document is the key control policy for planning in Ontario. The Provincial Policy Statement was
issued under the authority of the Ontario Planning Act and provides direction on matters of
provincial interest related to land use planning and development, and promotes the provincial
“policy-led” planning system. All decisions affecting land use planning matters "shall be consistent
with" the Provincial Policy Statement.
The Provincial Policy Statement recognizes the complex inter-relationships among economic,
environmental and social factors in planning and embodies good planning principles. It provides
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strong, clear policy direction on land use planning to promote strong communities, a clean and
healthy environment and a strong economy. It includes policies on key issues that affect
communities, such as: the efficient use and management of land and infrastructure; protection of
the environment and resources; and ensuring appropriate opportunities for employment and
residential development, including support for a mix of uses.
VISION FOR ONTARIO’S LAND USEPLANNING SYSTEM

The long-term prosperity and social well-being of Ontarians depend on maintaining strong communities,
a clean and healthy environment and a strong economy. Ontario is a vast province with diverse urban,
rural and northern communities which may face different challenges related to diversity in population
levels, economic activity, pace of growth and physical and natural conditions. Some areas face challenges
related to maintaining population and diversifying their economy, while other areas face challenges
related to accommodating and managing the development and population growth which is occurring,
while protecting important resources and the quality of the natural environment. The Provincial Policy
Statement reflects this diversity and is based on good planning principles that apply in communities
across Ontario.
The Provincial Policy Statement focuses growth within settlement areas and away from significant or
sensitive resources and areas which may pose a risk to public health and safety. It recognizes that the
wise management of development may involve directing, promoting or sustaining growth. Land use must
be carefully managed to accommodate appropriate development to meet the full range of current and
future needs, while achieving efficient development patterns.
Efficient development patterns optimize the use of land, resources and public investment in
infrastructure and public service facilities. These land use patterns promote a mix of housing,
employment, parks and open spaces, and transportation choices that facilitate pedestrian mobility and
other modes of travel. They also support the financial well-being of the Province and municipalities over
the long term, and minimize the undesirable effects of development, including impacts on air, water and
other resources. Strong, liveable and healthy communities enhance social well-being and are
economically and environmentally sound.
The Province’s natural heritage resources, water, agricultural lands, mineral resources, and cultural
heritage and archaeological resources provide important environmental, economic and social benefits.
The wise use and management of these resources over the long term is a key provincial interest. The
Province must ensure that its resources are managed in a sustainable way to protect essential ecological
processes and public health and safety, minimize environmental and social impacts, and meet its long-
term needs.
It is equally important to protect the overall health and safety of the population. The Provincial Policy
Statement directs development away from areas of natural and human-made hazards, where these
hazards cannot be mitigated. This preventative approach supports provincial and municipal financial well-
being over the long term, protects public health and safety, and minimizes cost, risk and social disruption.
Taking action to conserve land and resources avoids the need for costly remedial measures to correct
problems and supports economic and environmental principles.
Strong communities, a clean and healthy environment and a strong economy are inextricably linked.
Long-term prosperity, environmental health and social well-being should take precedence over short-
term considerations.
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BUILDING STRONG COMMUNITIES - Managing and Directing Land Use to Achieve Efficient
Development and Land Use Patterns
Healthy, liveable and safe communities are sustained by:
a) promoting efficient development and land use patterns which sustain the financial well-being
of the Province and municipalities over the long term;
b) accommodating an appropriate range and mix of residential, employment (including
industrial, commercial and institutional uses), recreational and open space uses to meet
long-term needs;
c) avoiding development and land use patterns which may cause environmental or public
health and safety concerns;
d) avoiding development and land use patterns that would prevent the efficient expansion of
settlement areas in those areas which are adjacent or close to settlement areas;
e) promoting cost-effective development standards to minimize land consumption and
servicing costs;
f) improving accessibility for persons with disabilities and the elderly by removing and/or
preventing land use barriers which restrict their full participation in society; and
g) ensuring that necessary infrastructure and public service facilities are or will be available to
meet current and projected needs.
Sufficient land shall be made available through intensification and redevelopment and, if necessary,
designated growth areas, to accommodate an appropriate range and mix of employment
opportunities, housing and other land uses to meet projected needs for a time horizon of up to 20
years. However, where an alternate time period has been established for specific areas of the
Province as a result of a provincial planning exercise or a provincial plan, that time frame may be
used for municipalities within the area.
The Greater Toronto Area Greenbelt
The establishment of a greenbelt within and beyond the GTA was a major provincial initiative in
guiding and containing urbanization. A healthy natural environment with clean air, land and water
will characterize the region. The Greenbelt, including significant natural features, such as the Oak
Ridges Moraine and the Niagara Escarpment, has been enhanced and protected in perpetuity. These
form the key building blocks of the GTA’s natural systems.
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Metrolinx the Provincial Regional Transportation Agency for the GTA
The Metrolinx Mandate

Metrolinx was created by the Government of Ontario to develop and implement an integrated multi-
modal transportation plan for the Greater Toronto and Hamilton Area (GTHA), the metropolitan
region encompassing the City of Toronto, the four surrounding regional municipalities (Durham,
Halton, Peel and York) and the City of Hamilton.
Its mandate includes providing seamless, coordinated transportation throughout this region, which
is Canada’s largest. An immediate priority for Metrolinx was to create a Regional Transportation Plan
(RTP), a long-term strategic plan for an integrated multi-modal regional transportation system. Triple
bottom-line goals and objectives are guiding the RTP development, evaluation and
recommendations namely; people, environment and economy.
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Implement Policies to Promote Transit Oriented Development

The vision of complete mobility means that all of our diverse needs will be satisfied through a
transportation system that is focused on the customer and that seamlessly links people to places.
• All modes of transport will link together a system of mobility hubs that are well-designed and
attractive – providing seamless service that allows people to easily connect from one mode of
transportation to another.
• Public transit will compete effectively with the automobile because it will be convenient,
comfortable, safe, reliable and valued by its users.
• Walking and cycling will be logical choices for a healthier public.
• People will have timely and complete information on transportation schedules, cost and impacts
so that they can make informed choices about how they use the transportation system.
• We will be proud of our transportation system.
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Metrolinx Vision & Objectives in numbers

25 YEARS FROM NOW...
• The distance that people drive every day will drop by ONE-THIRD compared to today.
• We will accommodate 50% MORE PEOPLE in the region with LESS CONGESTION than we have
today.
• On average, ONE-THIRD of trips to work will be taken by transit and ONE in FIVE will be taken by
walking or cycling.
• 60% of children will walk or cycle to school. There will be SIX times more bike lanes and trails
than today.
• ALL transit vehicles will be accessible. Customer satisfaction with the transportation system will
exceed 90%.
• A single fare card will be used for ALL transit trips throughout the GTHA, and ALL fares will be
integrated.
• By transforming the GTHA’s transportation system, we will help meet the province’s Go Green
Action Plan for Climate Change. Per person, our emissions from passenger transportation will be
HALF what they are today
• Increase people living within 2km rapid transit (from 42% to 75% )
• Increase proportion of morning peak period travel by transit (from 16.5% to 26%)
• Increase length of rapid transit service (from 500km to 1650km)
• Increase work commuting (under 45min) by transit (from 38% to 52-56%)
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4.3 Key Points and Insights
4.3.1 Visions and Mission Statements
Vision and mission statements can be succinct such as “our vision is of a life- sustaining Earth” or
quite wordy and slightly philosophical, such as the Mayor of London’s vision prefacing the draft new
London Plan. While the Mayor’s vision is highly personal, it may be problematical to incorporate
such a vision in a statutory document that could be subject to legal challenge.
The terms vision, image, goal, guiding principles, key policies or strategies and mission statements
are often used interchangeably. There is often a blurring between urban visions goals and objectives
as illustrated below:
“To facilitate creation of economically vibrant, inclusive, efficient and sustainable urban habitats”.
(Ministry of Urban Development Government of India)
The Mission is to promote cities as engines of economic growth through improvement in the quality
of urban life by facilitating creation of quality urban infrastructure, with assured service levels and
efficient governance”. (Ministry of Urban Development Government of India)
• To recognize that people occupy center-stage in our cities and all plans would be for their
common benefit and well being (NUTP Vision)
• To make our cities the most livable in the world and enable them to become the “engines of
economic growth” that power India’s development in the 21st century. (NUTP Vision)
• To allow our cities to evolve into an urban form that is best suited for the unique geography of
their locations and is best placed to support the main social and economic activities that take
place in the city. (NUTP Vision)
• To make Hyderabad Core City economically, infrastructurally, environmentally and socially
sustainable for the future (HMDA Revised Master Plan for Core Area)
• Improvement in quality of life for all citizens of all parts of the city (HMDA Revised Master Plan
for Core Area)
• A vibrant, productive, harmonious, sustainable and environment friendly, clean and liveable city
having a responsive local government offering its citizens a good quality of life. (Ahmedabad City
vision)
• “Ahmedabad – A Vibrant City, a City of Quality Life for all” (Ahmedabad City vision)
• “Transforming Mumbai into a world class city with a vibrant economy and globally comparable
quality of life”. (Mumbai First)
• to promote and sustain growth with social justice in a resource efficient manner. (MMRDA
Development Plan)
• ‘I want London to be the best big city on earth.’ (Mayor of London- London Plan)
• The policies provides strong, clear policy direction on land use planning to promote strong
communities, a clean and healthy environment and a strong economy (Ontario Provincial Policy
Statements)
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The issues to be addressed in the CTS include:
• Should a vision/mission statement be prepared for the HMDA and/or for the CTS?
• Would a statement such as “The planning and development of the Hyderabad Metropolitan
Development Area will be based on the principles of social equity and environmental and
economic sustainability to improve the quality of life for its citizens” or something similar be
appropriate?
• Should policies dealing with strategies, goals, objectives and performance measures be
structured around the vision statement?
• Should these issues/policies/strategies incorporate the integration of land use and
transportation planning?
• Should these issues/policies/strategies incorporate the integration of land use, transportation
and other infrastructure planning that could influence the development of the HMDA?
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5. KEY ASPECTS NEEDING EARLY DEBATE AND RESOLUTION
5.1 Overview of Population Growth

One of the tasks to be addressed in the CTS is the determination of travel demands and system
requirements for the time horizons of 2017, 2022, 2027, 2032 and 2042 (four 5 year time increments
from 2012 to 2032 and one increment of 10 years from 2032 to 2042). The following two figures
have been compiled from the HMDA extended area planning study with the growth figures for 2031
to 2041 being extrapolated from the 2021 to 2031 forecasts.
These growth forecasts and population distributions suggest a need to plan for a population growth
in the HMDA planning area from about 10.3 million (2011) to 24 million by 2041 which is about the
current population of the Mumbai Metropolitan Region. The validity and status of these forecasts
will require confirmation from HMDA. In addition the distribution of population and employment
will be just as critical. It is unclear at this time if the broad jurisdictional distributions described
below took into account the potential and profound impacts of constructing the metro system and
any future expansions beyond the initial 72 km tranche.
Since according to the study ToR, the HMDA is to provide existing and proposed land use
(population and employment) and socio-economic parameters at disaggregate level, it is proposed
that following the confirmation of the traffic zone system (discussed under Part 6 of this document),
the process to compile this data be agreed, including clear responsibilities for undertaking the work.
With the more than doubling of the HMA population this may require an initial assessment of the
potential holding capacities of existing urbanised areas and the various development plans in
greenfield areas.
If the principle of integrating land use and transportation planning is followed, then an iterative
process of conceptualizing long
term urban visions, land
development and transportation
options should be considered.
These options could be subject
to screening assessment
techniques with options being
progressively defined and
detailed. With the magnitude of
urban growth, which is not too
dissimilar to the situation
experienced in conducting the
Mumbai CTS, there may be Figure 5-1: Base Population Forecast in Million
benefit in planning for several
land use futures.
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5.2 A Picture of Future Transport
“The best way to predict the future is to invent it yourself”
India’s rapid change from a predominantly rural society, to a greater dependence on an urban living,
creates pressures such as the need to double the size of large urban conurbations like Hyderabad.
Expanding the urban economies to meet huge influxes of people entering the workforce, is
particularly challenging. What is the future for female employment in India, in London there are now
more women than men in the workforce? An efficient urban transport system is an absolute
prerequisite to meeting this challenge. A wealthy city has a richer public transit system. A world class
city has to have a world class public transport. A sustainable city has to have a sustainable public
transport system.
It is probably reasonable to suggest that, even at this very early juncture in the CTS, these maxims
will hold true for Hyderabad. But what form should higher order transit take? What transit
technologies will be available over the next 30 years? Will transit lead development or will it be led
by development? Can transit compete with the convenience of the door to door travel of private
modes? What will constrain the use of private modes, road capacity or parking space limitations or
both? Are wider roads, more flyovers, roads and footpaths choked with moving and parked vehicles
compatible with a sustainable, environmental friendly city? Is society prepared to embrace the NUTP
objective of “bringing about a more equitable allocation of road space with people, rather than
vehicles, as its main focus”? Or are these hollow words? Can limitations be placed on the use of
private transport modes unless an efficient public transport alternative is available? How can
investments in urban transport be funded? There should be early debate in the CTS on these issues,
goals and objectives.
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5.3 Potential Future Higher Order Transit Corridors
5.3.1 Current Status

Hyderabad is now making two major long term investments to meet both existing and future
transportation needs….the Metro and the outer ring road. One of the goals of the CTS should be to
ensure that the benefits of these investments are optimized. A comparison between Hyderabad and
some other major cities is shown above. In order to provide a context for discussions on goals and
objectives, conceptual diagrams of future higher order transit corridors are shown in the figures
below. Further these diagrams are intended to assist in “focusing the mind” on what the future
might hold and to initiate the early assessment of the potential second tranche of metro projects.
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There are many transit opportunities to be explored in the Study. Growing metropolises’ have to
continually expand with their higher order transit networks.
London’s first underground line was built in 1863 and they are still adding new lines, even in the
centre of the city. Metro building is a bold initiative that takes vision and perseverance.
Many metro lines that were planned in advance of urbanization were constructed on grade and the
urban form embraced this constraint and communities now would not have it any other way.
Each of diagrammatic lines on the following figures will present different implementation
opportunities. Rapid transit in order to compete with private vehicles will have to be rapid
particularly for longer journeys.
Most metros operate at average speeds of between 30-35 kph. Speeds increase if station spacing
increases. But in most large cities a 30-35 kph speed beats congested roads.
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6. STUDY AREA AND STRATEGIC TRAFFIC ZONING
6.1 Study Area Definition

Hyderabad is experiencing rapid and massive growth. It has been one of the most dynamic cities of
India. As the city grew and developed, more areas came into its fold. Administratively also the areas
under different jurisdictions were combined and reorganized to take care of the expanding city
region. HMDA plans and develops HMA (or Region), as noted earlier extends over an area of 7,100
sq km excluding Secunderabad Cantonment Board (SCB) area. The SCB admeasures around 40.17 sq
km and is physically very much within the HMA boundary. Hence, for all practical purposes “Study
Area”,10 hence forth is HMA area including SCB area spread over 7145.61 sq km in total.
6.2 Strategic Decisions and View

We are of the view that study area can not be considered as a homogeneous entity, as encompasses
spatial entities of varying character and growth trends. This view has significant impact on traffic
zoning, therefore modelling, etc of the study.
The present urbanized area of HMA falls mostly under the GHMC, which is divided into 150 wards.
The rest of the area comprises of 849 villages and census towns, which are not entirely rural. A
number of development plans and/or projects like ORR Growth Corridor, HADA, etc. covering
significantly large areas are being executed in these outer areas. In view of the potential urbanisable
area in future, it would not be appropriate to develop traffic zoning system which is traditionally
very fine in inner areas and go coarse in outer (under developed or undeveloped) area. Rather, it
would be appropriate to limit physical size of traffic zones in outer areas assuming holding capacity
even for future development.
6.3 Strategic Traffic Zoning Scheme

The census data of 2001 when extracted for the HMA is found to be spread across 5 districts and in
36 Mandals with 849 villages and 26 towns, municipalities or corporations with 341 wards. While the
village boundaries haven’t changed much over the period, the urban areas and consequently the
wards have undergone complete reorganization. At present there are 150 wards in GHMC which
covers 12 of the earlier municipalities and erstwhile MCH. Two municipalities are still outside of
GHMC limits, though most of the census towns are amalgamated in one or the other of these 15
municipal bodies.
So based on functional considerations of the transportation system as well as practical
considerations of plan implementation in different jurisdictions or immediate concern of data
availability and organization, it is proposed to take cognizance these distinct sub regions and develop
10
HMA as the Study Area is what is given in Contract Agreement. From our judgment also Study Area as defined now, includes areas
which developed, go for changes and/or transformation and also includes areas which have recently developed and areas that are
expected to develop over coming 30 years.
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a zoning scheme to address all these complex issues. It presently appears that there will be a need to
develop the zoning system under 6 distinct sub-regions, as below:
• Greater Hyderabad Municipal Corporation (GHMC);
• Secunderabad Cantonment Board (SCB);
• Hyderabad Airport Development Authority (HADA);
• Rest of HUDA area that includes Outer Ring Road Growth Corridor (ORRGC); and
• Rest of HMA (Rural Areas plus two municipalities) i.e. extended area of HMDA
Each of these sub-regions will be divided into TAZs for modeling purpose. While an integrated
transportation model will be developed, it would be possible to provide separate planning inputs
and also analyze conditions, project or plan impacts etc. for each of these sub regions separately. It
is also proposed to retain the boundaries of now merged municipalities as an aggregation of TAZs for
data continuity and to account for and reflect subtle difference in socio-economic or physical
development related aspects in these areas.
6.4 Principles towards Evolving the TAZs

The TAZ scheme developed for the study should be able to fulfill modeling and planning
requirements of the present as well as all the future scenarios envisage in the planning horizon of 30
years or so. The following principles have been worked out in view of data, modeling, planning,
administrative and other practical considerations for evolving the best suited TAZs for the study.
1. The geographical area of a TAZ should be in the range of 3 to 12 sqkm. This means even in core
area with maximum density population size will not exceed 70,000. The average TAZ size across
the study area should not exceed 8 sq km.
2. The TAZ boundary should follow an existing or historical administrative boundary. In case an
administrative boundary cannot be followed completely due to size restriction than the TAZ
should fall completely with the reference boundary.
3. In absence or impracticality of using an administrative boundary, the TAZ boundary is to be
marked along a significant road, rail line or a natural barrier which is easily identifiable on map
as well as ground.
4. The identified screen lines should not be crossing any TAZ and by default should mark the
boundary of adjoining TAZs.
5. A TAZ should normally be uniform in terms of its existing and potential development in terms of
uses and densities e.g. the lake or national park area (which is not developable), as a whole or in
parts, should not be clubbed with adjoining developed or developable area. Therefore ensurinh
homogeneity.
6. Each TAZ (if it is not having zero population and employment) should have at least one network
node (apart from the Centroid) of the base year network within its geographical area.
7. Considering practically achievable development densities during the plan period, for a TAZ, the
potential population should not exceed 60,000 and employment 30,000. This is to ensure that
TAZs with higher potential for development are kept smaller in area, while those with some
development constraints or lower potential may be allowed to cover a larger area. This will
ensure practical usability of the models developed over a relatively long period of time while
at the same time avoiding unnecessary cluttering and complexity. However, since the plan
perspective is long a range and existing population is not defined, it is expected that many TAZ
may be uninhabited or have very low development densities at present but would get developed
in due course of time.
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Based on the above mentioned principles and our understanding of the study area, in HMA the
number of TAZs, we expect to be in the range of 1,000.11 This is significantly larger number (of zones)
as compared to any of the past traffic or transportation planning studies conducted in Hyderabad.
This would implicitly mean and will lead to an exponentially higher level of complexity and data
collection and organization effort. However, we strongly believe that this is a justified number
considering the geographical extent of HMA and the study objectives. While the large number of
zones can be handled reasonably well through the advanced software tools and models proposed, in
order to make the results and analysis more understandable and meaningful for taking strategic
view and/or decisions, apart from ease of comprehension, appropriate use of presentation
techniques and aggregation will be used. Table 6-1 presents possible range of TAZs within various
jurisdictions of HMA.
Table 6-1: Possible Range of TAZs in HMA
Sl. Area Population - Estimated Population No. of Possible
Area/ Jurisdiction
No. (Sqkm) 2001 - 2011 TAZs
Erstwhile MCH
1 172.60 36,44,000 42,02,000 100
• 7 Circles and 100 wards
Surrounding Municipalities (12
nos) 452.40 18,33,000 30,65,000 300-350
2
• 11 Circles and 50 wards
Secunderabad Cantonment Board
3 • Presently divided in seven 40.17 2,06,000 2,40,000 7-10
CB-Wards)
HADA
4 458.96 1,44,000 150,000 40-50
• 70 revenue villages
Rest of HUDA Area including
5 villages (Ghatkesar CT with eight 992.00 5,34,000 10,45,000 120-150
wards and 182 revenue villages)
Extended Area of HMDA ( Outside
HUDA area)
• Bhongir Municipal Council
with five wards
6 • Sangareddy Municipal 4,917.00 15,93,000 18,51,000 400-450
Council with six wards
• Eight Census Towns with 76
wards.
• 667 Revenue Villages
Total HMA Area 7,146.00 79,54,000 1,05,53,000 Approx. 1,000
The study area and its constituents along with possible number of TAZs are shown in Figure 6-1.
11
At this stage, this is our best judgment on TAZs based on principles we laid down to capture various aspects. This could go for some
refinement as we proceed further based on discussions.
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Figure 6-1: Study Area and Traffic Zoning Scheme

In addition to internal traffic analysis zones (TAZs), it is necessary to divide outside HMA area also in
appropriate zoning system to establish interaction levels of HMA with entities outside HMA for the
purpose of appreciating movement patterns and thus leading to assessing need of regional
connectivity.
For this purpose, we propose to have all surrounding Mandals of Rest of Medak, Mahboobnagar and
Nalgonda districts as separate traffic zones. Thereafter aggregation of Mandals, Districts and States
will be done to have around 30 external TAZs outside the HMA.
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7. DEVELOPMENT OF IMMEDIATE ACTION PLAN (IAP)
7.1 Purpose – Pilot Efforts

With the exponential demographic and economic growth in Hyderabad Metropolitan area,
transportation issues have assumed critical importance. Traffic congestion and frequent traffic jams
have become a rule than exception in the core areas. Increasing trip length, the phenomenal growth
of cars and the decline in two wheelers have resulted in drastic changes in traffic as well as travel
characteristics. All of these have contributed in reduced public transport share in the city and
thereby more vehicles on road. As such, the development of an Immediate Action Plan for select
areas/corridor is one of the very important components of the project. Under this assignment, we
will also undertake appropriate studies (encompassing traffic engineering, education and
enforcement disciplines) on a pilot
basis to evaluate traffic/safety
concerns and develop low cost
improvements such as re-
organization of the available space,
installation of channelized
islands/dividers, prohibiting
certain movements, provision of
pedestrian facilities, upgrading
pavement markings, installation of
traffic signs, etc. These solutions
would generally be of low cost,
which can be implemented within
the existing right-of-way and with
least destruction surrounding
properties. As such, IAP offers
immediate returns on the
investment and helps alleviate
traffic congestion and enhances
traffic safety.
The low cost solutions with some
modifications can be replicated to
other areas and can be
implemented quickly by agencies
such as GHMC and Traffic Police to
Figure 7-1: General Approach and Methodology for Preparation of
provide immediate relief to traffic IAP
problems. Our general approach
for preparing an Immediate Action Plan (IAP) is described in Section 7.2.
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7.2 Focus and Approach
According to the contract, the IAP to be developed as part of the CTS shall address junction
improvement plans for 30 priority junctions, corridor improvement plan for 15 kms of roadway,
improvement plans for pedestrian facilities covering 50 kms of roadway network, parking facility
improvement plans for critical areas (10 kms of on-street and 6 kms of off-street parking), traffic
management schemes for select five areas and improvement plans for intercity bus terminals. Our
general approach for preparing an Immediate Action Plan is shown in Figure 7-1.
The general approach and methodology towards development of immediate action plan has been
translated into undertaking eight tasks as:
• Initial Field Visits and Consultation with Stakeholders
• Scoping of Work and Identification of Primary Survey Needs
• Data Collection/Field Surveys
• Analysis of Traffic Data and Accident Data
• Analysis of Traffic Data and Accident Data
• Develop Alternative Solutions/Plans
• Stakeholder Consultations on Improvement Plans and Feedback
• Prepare and Submit Field Survey Report (Stage-I)
• Develop and Submit Immediate Action Plan
Since inception of this study, the project team has visited several critical areas/ junctions and have
also interacted with key stakeholders to obtain their opinion. This has also been supported by review
and proposals of several studies those have been done in the past. With this understanding
Consultants have identified various intersections/ corridors/ area to be taken up for developing
immediate action plan and its related scope for primary surveys. Subject to approval from client, we
will move to other tasks under this activity as described below:
7.2.1 Data Collection/ Analysis and Interpretation

Under this task, we will perform necessary field surveys based on the identified primary survey
needs. Data coding, punching and analysis will follow thereafter. Interpretation of the results,
findings will be deliberated and utilized in the next task for developing countermeasures/solutions.
The following types of surveys are proposed to be conducted under this task:
Survey Type and Analysis Purpose

• Traffic Volume Count Survey at major Junctions/Intersections for 12 hours covering both Junction Improvement
AM & PM peak and off-peak hours for each traffic movement.. Plan
• Pedestrian Volume Count on all legs of the intersection for 12 hrs.
• Topographic Survey of the Junctions/Intersection covering 200m length on each
approach to prepare a base map showing all on-ground physical features and obvious
underground/overhead utilities
• Traffic signal inventory. Signal cycle length, signal operating plan/phasing and phase
durations for each intersection approach will be recorded for all signalized intersections.
• Intersection capacity analysis.
• Safety analysis. Analyze crash data, prepare crash summaries and collision diagrams to
identify abnormal crash patterns
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• Field Reviews. Traffic conditions, including conflicts or undesirable motorist actions,
cannot be fully gauged by looking at traffic counts or crash data. Therefore, our traffic
engineers will conduct thorough field reviews to assess existing conditions, identify
potential operational/safety deficiencies, as well as opportunities and constraints at
each location. We will develop and utilize a Field Review checklist to make sure that all
key components are thoroughly investigated during field visits.
• Other traffic engineering studies such as gap studies, conflict studies, queue length
analysis, and intersection delay studies
• Use of turning movement counts and other data collected for preparing junction Traffic Management Plan
improvement plans. In addition, we will collect traffic volume counts at select locations at area level
(mid-block) for varying duration (16 hrs./ 12 hrs./ 4hrs.) based on study needs.
• Road network inventory (such as no. of lanes, type of roadway, one-way/two-way,
roadway width, median, sidewalks, etc.)
• Inventory of existing bus/IPT stops (formal/informal)
• Inventory of facilities for NMT and pedestrian traffic
• Data on major traffic generators (residential, recreational and commercial) within the
study area.
• Collect necessary data on emergency response agencies (location of Police/Fire Rescue
facilities, Hospitals, etc.)
• Location of schools and colleges/universities, and School Zone information (location,
speed, times)
• Existing and/or planned traffic management programs and enforcement programs
• Field reviews to assess traffic circulation patterns, land use characteristics, access
management issues, traffic operations/safety issues, roadway connectivity, parking, etc.
• Topographic Survey of the identified corridor(s) of approximate 15 km length covering Corridor Improvement
50 m on either side of the center line and 200 m length on each arm of each cross roads Plan
to prepare a base map showing all on-ground physical features, utilities, road signs,
traffic control devices, R/W, shoulders, sidewalks, bus/IPT stops and major activity
centers along the corridor.
• Travel Time and Delay Survey. At a minimum, two to four round trips will be made
during peak/off-peak periods on each link to ensure statistically sound results. At select
locations, we propose to measure spot speeds using a Radar Speedometer.
• Use of turning movement counts and other data collected for preparing junction
improvement plans.
• Field reviews to assess traffic circulation patterns, land use characteristics, access
management issues, traffic operations/safety issues, roadway connectivity, parking, etc.
• Safety analysis. Analyze crash data, prepare crash summaries and collision diagrams to
identify abnormal crash patterns
• Capacity analysis. The appreciation of road network characteristics is important to
assess existing capacity and level of service, to identify the constraints, if any, and to
assess the potential for improvement to meet increasing demands of traffic volumes.
• Collect other necessary data, such as existing and/or planned traffic/parking
management programs, enforcement programs, traffic control systems and other
measures, pedestrian facilities.
• Inventory of all identified terminals which require immediate attention. Traffic Circulation Plan
• Necessary traffic volume count at entry/exit points of the terminal, including count of around Intercity/ intra city
buses and other vehicles at entry/exit points. Information regarding number of buses bus and goods terminal
that operate from the terminal will be collected from respective offices.
• Prepare/study existing layout (bus parking bays, office area, buildings, depot area,
visitors parking) and vehicle circulation plan within terminal premises.
• Necessary turning movement survey (4hrs. during peak) at major intersections and mid-
block locations on adjacent roadways.
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• Parking facilities inside and outside the terminal (on-street and off-street).
• Physical infrastructure inventory at entry/exist such as median openings, turn lanes,
acceleration/deceleration lanes, turning radii, etc. will be measured and drawn on a
map. In addition, we propose to conduct terminal user survey (out bound/ inbound
passengers), if needed.
• Parking Survey. An inventory of the existing on-street and off-street parking facilities will Parking improvement
be prepared. The general methodology for both the surveys is similar, though minor plans
details can be different. The field survey will be carried out for all types of vehicles in the
area under study in order to determine the parking demand in terms of accumulation
and duration. Field studies will be conducted for 12 hours (06:00 am to 6 pm) during
weekdays.
• Pedestrian Volume. At select locations, pedestrian volume counts will be collected for a Improvement plans for
total of 12 hour period. pedestrian facilities
• Pedestrian Facilities (crosswalks, pedestrian signals, sidewalks, signs, etc.) Inventory
7.2.2 Analysis of Traffic Data and Accident Data

Traffic volumes and other data collected through surveys will be thoroughly checked to remove
inconsistencies, then analysed. Traffic flow diagrams will be developed for better understanding of
the movement patterns and magnitude of volumes. Crash data will be analysed and crash
summaries (by crash type, severity, time of day, day of week, roadway surface, weather condition,
vehicle type, etc.) and collision diagrams will be prepared to identify abnormal crash patterns. In
addition, potential contributing causes at macro level will be identified. The factors for occurrence of
crashes could be many. Some of the potential causes include road geometrics, driver error, lack of
traffic education, lack of respect for traffic rules, over loading, unforeseen events along roads, poor
lighting, poor signing/pavement markings, poor pavement condition, inclement weather, speeding,
etc.
Based on site visits, and data analysis, a thorough appreciation of the following will be done:
• Existing and/or planned traffic management programs
• Existing traffic circulation patterns
• Existing and/or planned parking management initiatives
• Existing traffic control systems and other measures
• Existing and/or planned pedestrian facilities
• Existing and/or planned Enforcement programs, if any.
7.2.3 Develop Alternative Solutions/Plans

Based on the findings of analyses of traffic, roadway, signal and accident data, and filed reviews, and
discussions with stakeholders, concept improvement plans will be developed for accommodating the
traffic demand and improving safety. Having understood the problem and having analysed and
interpreted data, we can develop potential improvement plans for select junctions, corridor(s), and
critical bus terminals and areawide Traffic Management Plans for selected areas. The focus will be to
prepare an immediate action plan that would not require land acquisition for implementation and
can be implemented in a timely manner. All the traffic engineering and management measures to
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achieve efficient and safe movement of motorized and non-motorized traffic will be considered in
developing alternative plans.
The possible solutions under various components could include:
Junction Improvement Plan: Geometric improvements, re-organization of the available space for
efficient use, provision of pedestrian facilities (cross walks, pedestrian signals), pavement markings,
traffic signs, signal modifications, provision of channelized islands/medians/dividers, prohibiting
certain movements etc. are some of components that will be addressed in a comprehensive junction
improvement plan.
Traffic Management Plan at area level: Enhancing traffic circulation with provision of one-way/two-
way/ contra flow lanes, traffic calming measures, signing improvements, parking improvements,
declaring some of the roads as pedestrian only, all day or time based movement restrictions for
commercial vehicles, reduced speed school zones, and establishing enforcement/education
programs are some of the components addressed under traffic management plan. Some of the
junctions/intersections addressed above could be part of the area level plan.
Corridor Improvement Plan: This may include re-organization of the available space for efficient use,
minor widening, provision of bus/IPT stops, pedestrian facilities, pavement markings, signing
improvements, relocation of utilities, landscaping improvements, channelizing traffic movements,
provision for exclusive NMT (Cycle) lanes, bus priority schemes, junction improvements, and access
management improvements.
An access management master plan for a corridor is a proactive measure in many ways. It serves as a
road map for future project development, design and construction projects, and is also a vehicle for
coordination with the development review process of the applicable local government entities.
Therefore, buy-in from the local government agencies is essential for the plan’s success so that the
land use component is aligned with the primary function of the roadway.
The local governmental agencies can strategically combine the recommended access management
improvements and other safety modifications into an already programmed improvement at a
relatively low incremental cost. Combining the construction activities also minimizes the
inconvenience to the motoring public.
Traffic Management Plan around Terminals: The plan may include junction improvements,
geometric improvements at exit/entry points to the terminal, parking improvements, signing
improvements, traffic management measures, re-location of bus/IPT stops, and pavement markings.
7.2.4 Stakeholder Consultations on Improvement Plans and Feedback

The alternative solutions for specific location/ area/ corridor developed under previous task will be
discussed with stakeholders/ implementing agencies such as GHMC/ Traffic Police/ APSRTC etc. for
their valuable feedback and comment. The same will be incorporated in the plan under subsequent
tasks.
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7.2.5 Prepare and Submit Field Survey Report
A report on all field surveys undertaken will be prepared under this task. The broad contents of this
report would be:
• Identification process of junctions, corridors, critical pedestrian/parking areas, and bus terminals
for developing Immediate Action Plans.
• List and location of primary surveys undertaken along with methodology and survey format.
• Raw data
• Analysis, findings, interpretation of survey results.
7.2.6 Develop and Submit Immediate Action Plan

Having discussed and obtained feedback on various schemes, the accepted proposals will be
improved and finalised as required. A formal report on “Immediate Action Plan” will be prepared
and submitted under this Task.
The report would broadly contain:
• Background of the Plan
• A brief discussion on selection process of Junctions/ corridors/ terminals and areas for
improvement.
• Appreciation of existing traffic management schemes
• Diagnosis of problem areas requiring immediate attention
• Improvement measures with phasing (if required)
• Preliminary cost estimates
• Implementation mechanism/plan
7.3 Potential Intersections

Based on input received from HMDA, GHMC, Traffic Police and our own appreciation of the city, the
following is a list of 30 priority intersections which will be surveyed for preparing junction
improvement plan as part of the Immediate Action Plan. On the lists given by GHMC, Traffic Police12
(Hyderabad and Cyberabad), we applied the following criteria to select 30 intersections on priority
basis:
• Exclude the intersections which fall on any of the three Metro Corridors.
• Pick the intersections which form part of some corridors so that problems can be handled at
network level.
• Traffic volume level and scope for physical improvement.
• Geographical spread.
• Limitation of scope.
We are recommending the list for consideration based on all above. However, we are open to
include or exclude some as per client’s feedback before undertaking the actual studies.
12
The list of Intersections/ Junctions suggested by Traffic Police, Hyderabad and Cyberabad respectively are enclosed in Attachment 1 for
reference and view.
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Table 7-1: Proposed Junctions for Intersection Improvements in IAP
Sl. No. Junction Name Name of Traffic Police Station area
1 Bowenpally Trimulgherry
2 Tadbun Trimulgherry
3 Mothi Nagar S. R. Nagar
4 Monappa Panjagutta
5 Prashasan Nagar Banjara Hills
6 Bazarghat X Road Nampally
7 RethiBowli Asif Nagar
8 Tolichowki Asif Nagar
9 Humayun Nagar Asif Nagar
10 Mallepally, Noble Talkies Asif Nagar
11 Asifnagar Junction Asif Nagar
12 City College Charminar
13 Nagulchinta Falaknuma
14 MBNR X Road Falaknuma
15 Phisal Banda Falaknuma
16 DMRL X Road Falaknuma
17 Hafeez Baba Nagar Falaknuma
18 Owaisi Hospital Falaknuma
19 Road No.6, Amberpet Kacheguda
20 Shamshabad Market Airport PS
21 Old raidurga and wishper valli Madhapur
22 Kondapur Madhapur
23 ISB Madhapur
24 Hafeezpet Kukatpalli
25 BHEL Kukatpalli
26 Balanagar Balanagar
27 ECIL Bus stand Alwal
28 Neradimet Alwal
29 Uppal Bustand Uppal
30 Nagole X Roads L.B. Nagar
7.4 Alternative Corridor Development

Hyderabad is a city with about 10 million citizens, making over 10 million trips every day using more
than 30 lakh vehicles over a network of around 6,000 km which occupies only 8% of the physical
area of Hyderabad. Commercial and mix land use along almost all main corridors in the city further
add to the problem because of parking and unauthorized commercial/ retail activities. Hence,
perhaps improvement plan of all such congested corridors can not be taken up under the pilot
effort. Towards this we have visited the corridors/ area extensively and prepared a long list of the
corridors/ sections which potentially should be taken up for the purpose.
First list of the Potential Corridors
1. From JNTU Kukatpalli to Kukatpalli village
2. Balanagar Y Jn to Jeedmetla Jn.
3. From ESI Hospital to Panjagutta
4. 6 No. Bus Stop to Ramanthpur
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5. From Dilshuknagar to LBNagar
6. Fever Hospital to Tarnaka
7. From ECIL X roads to Neradimet Y Junction
8. Hafeezpet to Kondapur
9. Gulzar Hoze to Yakathpura station Junction
10. JBS to Tirumalgiri
11. Madina to City College
On this long list, we have applied the following parameters to select and recommend the corridors:
• Intent was to spread this pilot effort on larger area.
• If continuous intersection(s) have been selected already for improvement, we have tried to
exclude that corridor.
• Perceived level of congestion when travelled on those corridors.
• Opportunity to integrate at-grade pedestrian/ NMT movement with metro development in
general and metro station in particular.
• Limitation of scope and resources.
Based on above , we are recommending the list for consideration. However, we are open to include
or exclude some as per client’s feedback before undertaking the actual studies.
Corridor 1: From JNTU Kukatpalli to Kukatpalli village (2.75 km); This corridor passes through major
intersection like JNTU kukatpalli, Kukatpalli Housing board Junction and Ushamullapudi hospital road
Junction. This corridor covers the educational institutions like JNTU, Sri Chaitanya and Narayan junior
collages and Commercial/mixed land use establishments on both sides of the road.
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Corridor 2: From ESI Hospital to Panjagutta
(3 km); This corridor passes through major
intersection like ESI, SR nagar, Maitrivanam
Junction, Ameerpet Junction, Srinagar colony
and Panjagutta Junction. This corridor covers
the major Commercial establishments from
SRNagar to Maitrivanam; Bigbazar, RS
Brothers, Chandana brothers in Ameerpet
area and Hyderabad cenral in panjagutta
area. Several Hospital like ESI, Chest, Unoni
and Image. At Maitrivana area there are
several software training institution which
attracts many students and there by
generates huge pedestrian movement on this
area.
Corridor 3: From Dilshuknagar to LBNagar
(4.3 km); This corridor passes through major
intersection like Dilsukhnagar junction,
Chaitanyapuri junction, Khothapet fruit
market junction , Saroornagar road junctions
and LBNagarJunctions. This corridor have
major commercial establishments at
Dilsukhnagar to Chaitanyapuri. Other part of the corridor have mixed land use charectiristics.
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Corridor 4: From ECIL X roads to Neradimet Y Junction (2.65 km); This corridor connects major
intersections such as ECIL Junction, APHB Colony Junction, Naredimet junction. Residential colonies
are abutted on both sides of the corridor with mixed land use on road side properties.
Corridor 5: Gulzar Hoze to Yakathpura station Junction (1.8 km); This corridor passes through
Chowmaholla, Rangeela shah maholla and yakutpura. Mixed land use is observed on the both sides
of the corridor.
Corridor 6. Madina to City College (0.8 km): This corridor passes through High court of Andhra
Pradesh. It has full commercial establishments on one side of the road.
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7.5 Area Level Traffic Improvement
Similar to what we done for selecting corridors, we visited different areas extensively and prepared a
long list as:
1. Lakdi-ka-Pul area
2. Panjagutta area
3. Mehidipatnam Area
4. Nizampet road area
5. Secunderabad area
6. Malkajgiri area
7. Madhapur area
8. Koti area
9. Sanikpuri area
Further, as per inputs received from HMDA, GHMC, Traffic Police and our own understanding of the
city, the following areas are recommended for consideration by client for developing area level
traffic improvement plan. The areas are:
1. Lakdi-ka-Pul area: This area covers the intersection and main roads as follows:
• Intersections: Khairathabad intersection in the north direction, Tankbund Junction in the east
direction, Chapel road junction in the south direction and Masab tank junction in the west
direction. The other important junctions in the area are Neckles road rotary, Telugutalli Junction,
Eikbalminar junction, Ravindhra Bharathi junctions, Lakdikapul junction, Dwaraka hotel junction,
Ayodhya junction, Nirankari junction, Mahaveer Hospital junction, Liberty junction, Basheerbag
junction, AR Petrol pump junction, Police control room junction, Bazar Ghat junction, and
Vijayanagar colony junction.
• Main Roads: Khairatabad to Public gardens, Tankbund to Masabtank, Tankbund to L B stadium,
Taj ice cream to Vijayanagar colony, redhills road, JNTU to Vijayanaga colony.
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This area covers about 19 intersections and six main roads.
2. Mehidipatnam Area: This area covers the intersection and main roads as follows:
• Intersections: NMDC intersection in the east direction, Tolichowki Junction in the west direction,
Laxminagar road junction in the south direction and Rehibowli junction in the north direction.
The other important junctions in the area are Humayinnagar junction, Mehidipatnam rythubazar
Junction , Miraj café junction, Mehidipatnam Busdepot junctions, Saibaba temple junction,
Gudimalkapur junction, Nanalnagar junction, Padmanbhanagar junction and Military road
junction
• Main roads: NMDC to Tolichowki, Rethibowli to Crystal garden, Humayinnagar to Gudimalkapur,
Gudimalkapur to Nanalnagar, Nanal nagar to Langerhouz road and Mehidipatnam to Asifnagar
side road.
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This area covers about 13 intersections and six main roads.
3. Secunderabad area: This area covers the intersection and main roads as follows:
• Intersections: Alugadda bhavi intersection in the east direction, Rasoolpura Junction in the west
direction, Bhuddabhavan Jn. in the south direction and CTO, Pared grounds Jn. in the north
direction. The other important junctions in the area are Patny junction, Paradise Junction, Clock
tower junction, Bata junctions, Bible house junction, Secunderabad station, Rathi file junction,
Maredipalli rotary junction, Sangeeth junction, Ranigung junction and Monda market junction.
This area covers about 16 intersections and seven main roads.
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• Main roads: SP road, SD road, RP road, MG road, Minister road, Sangeeth to Boiguda and
Secunderabad station road
4. Madhapur area: This area covers the intersection and main roads as follows:
• Intersections: Madhapur PS intersection in the east direction, Kondapur Jn. in the west
direction and Hitech city building Jn. in the south direction. The other important junctions in the
area are Cyber towers Jn., NAC road Jn., Botanical garden Jn., and Pride honda Jn.
• Main roads: Madhapur PS to Kondapur roads, Kondapur to Botanical garden road, Kavery hills to
shilparamam road and Cyber tower to old Bombay connecting road.
This area covers about seven intersections and four main roads.
5. Koti area: This area covers the intersection and main roads as follows:
• Intersections: Kachiguda, chaderghat causeway intersection in the east direction, M J Market
Junction in the west direction, YMCA, Science college junction in the south direction and
Afzalgung junction in the north direction. The other important junctions in the area are King koti
junction, Ram koti, Koti womens college Junction , Abits junction, Bata junctions, Chaderghat
bridge north & south junctions, Rangamahal junction, Begumbazar junction and Dharulshifa
junction.
• Main roads: Gunfoundry to Abits road, Abits to Afazal gung road, Koti to Chaderghat road,
YMCA to begum bazaar road, M J Market to chaderghat road, Afzalgung to Rangamahal road,
Abias to Kachiguda station, Tilak road and Koti womens college to ramkoti road.
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This area covers about 16 intersections and Nine main roads.

Intersections, Corridors, Area recommended for consideration and approval of client to be taken up
in IAP are shown in Figure 7-2 Figure xx schematically.
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Figure 7-2: Intersections/ Corridors/ Area recommended for IAP
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8. COLLECT AND UPDATE THE DATA
8.1 Home Interview Survey

Home Interview survey among other surveys is the most important survey for any comprehensive
transportation study. Representative samples of dwelling units are selected and personal interviews
are conducted to obtain travel characteristics for all members of the household by all modes of
transportation on one full normal working day. Vast amount of information is collected on various
aspects of family structure, socio-economic characteristics, location of work/study places, and
information of travel attributes by all trips made on that day. This data is employed for analysing
existing travel patterns and behaviour, to help in the calibration of Travel demand Models.
These models are then employed to estimate and predict the future travel demand. Thus
transportation demand and supply conditions can be critically examined and new facilities can be
suggested.
Where to conduct such survey? Since, data collected during the trip is of limited nature, choice gets
narrowed down to either the home end or the destination end. Home end comes out as a natural
choice for various reasons, foremost among them being the fact that homes are listed in more
organized manner enabling easier sampling. Interviewees are more relaxed at home end which
makes the process of interview easier. This is important as the questionnaires tend to be lengthy and
times ranging from 20 to 30 minutes for a single interview are not unusual. It is unlikely that such
periods of time are spared by respondents on destination end which is mostly a work place.
Another strong reason for collection of travel data at home end relates to the way travel decisions
are related to variables related to homes and families that live in those homes. Family size, total
household income and number of shared vehicles in the family are some of the examples of
variables which are best collected at household/ family level but influence travel decisions made by
individual members of the families.
Thus, household interviews are considered the best source of data on travel pattern and other socio-
economic variable effecting travel in an area.
8.1.1 Demographic Distribution

The Hyderabad Metropolitan Area (HMA) is the second largest metropolitan area after Bangalore
admeasuring over 7,100 sqkm of area with a population over 7.72 million in 2001. It is estimated
that population will grow to about 18 million by year 2031 and over 20 million by 2040.
During the course from 1975 to 2006 the Hyderabad Development Area has undergone
transformation in terms of its influence on the adjoining areas necessitating the need to review and
revise the jurisdiction of the HUDA for effecting the balanced development of the metropolitan
region of Hyderabad.
True to the growing trends of urban agglomeration, HMA has densely populated area of GHMC and
potential growth areas beyond the erstwhile HUDA area within HMA. Table 8-1 presents the spatial
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distribution of population, growth over two decades and corresponding areas of the section in the
HMA.
Table 8-1: Spatial Distribution of Population in HMA (1981- 2001)
Population (Lakhs)
Sl. No Components of HMA Area (sq.km)
Year 1981 Year 1991 Year 2001
1 Erstwhile MCH 172.60 21.96 30.58 (39%) 36.44 (20%)
2 Surrounding Municipalities (12 nos) 452.40 4.18 9.96 (138%) 18.33 (84%)
3 Secunderabad Cantonment 40.17 1.36 1.71 (26%) 2.06 (20%)
4 HADA 458.96 1.02 1.47 (44%) 1.44* (-3%)
5 Rest of HUDA Area including villages 992.00 0.81 2.16 (167%) 5.34 (147%)
6 Extended Area of HMDA ( Outside HUDA area) 4,917.00 10.00 12.30 (23%) 15.93 (30%)
Total HMA Area 7,146.00 39.94 58.96 79.54 (35%)
*some of the villages considered earlier in HADA had been considered in Rajendra Nagar
Municipalities in year 2001 census.
Hyderabad Metropolitan Development Authority (HMDA) was established by an act of the Andhra
Pradesh Legislature. Its jurisdiction was extended from 1864.87 sq.km to 7,145 sq.km (excluding
Secuderabad Cantonment Board area). The HMA consists of the following revenue units:
• Hyderabad City District
• Rangareddy District
• Part of Medak District
• Part of Mahaboobnagar District
• Part of Nalgonda District
GHMC is highly urbanized area in HMA with about 70% of the total population of 7.87 million in 2001
concentrated in erstwhile MCH and surrounding 12 municipalities which constitute only 9% of total
HMA area. The next most urbanised area is Scecunderabad Cantonment area. In the extended
HMDA area, about 1.6 million population was spread over 5,000 sqkm of area.
8.1.2 Sampling Frame

Table 8-2 presents the spatial distribution of HHs and corresponding areas of the section in the HMA.
Table 8-2: Spatial Distribution of HHs in HMA (Year 2001)
Year 2001
SI.
District Components of HMA Density
No. Population HHs HH Size
(Person/sqkm)
1 Hyderabad Erstwhile MCH (172.6 sqkm) 36,44,678 6,56,749 5.55 21,112
Surrounding Municipalities (12 nos) (452.4
2 Rangareddy 18,33,390 4,00,106 4.58
sqkm)
Rangareddy Kapra (M)- 43.81 sqkm 1,59,002 36,240 4.39
4,052
Rangareddy Uppal Kalan (M)- 25.57 sqkm 1,18,085 26,275 4.49
Lal Bhadur Nagar (M)- 64.61 sqkm
Rangareddy 2,87,781 62,290 4.62
incl.Rajendranagar (M)
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Year 2001
SI.
District Components of HMA Density
No. Population HHs HH Size
(Person/sqkm)
Rangareddy Rajendranagar (M) 1,43,240 26,974 5.31
Rangareddy Serilingampally (M)- 50.87 sqkm 1,53,364 32,642 4.70
Ramachandrapuram (CT)- 34.34 sqkm including
Rangareddy 67,178 14,912 4.50
Patancheru (CT)
Rangareddy Patancheru (CT) 40,273 9,282 4.34
Rangareddy Qutubullapur (M)- 95.99 sqkm 2,31,108 52,188 4.43
Rangareddy Alwal (M)- 52.02 sqkm 94,372 19,748 4.78
Rangareddy Malkajgiri (M)- 25.32 sqkm 1,93,863 42,291 4.58
Medak Gaddianaram (CT)- 16.75 sqkm 52,835 12,053 4.38
Medak Kukatpally (M)- 43.12 sqkm 2,92,289 65,211 4.48
Secunderabad Cantonment Board (SCB)-40.2
3 Rangareddy 206,102 42,565 4.84
sqkm
Rangareddy CB - Ward No. 1 22,139 4,583 4.83
Rangareddy CB - Ward No. 3 31,225 6,440 4.85 5,128
4 Rangareddy HADA (70 Revenue Villages)- 458.96 swkm 144,779 24,501 5.91 314
Rangareddy,
5 Rest of HUDA Area including villages 5,34,337 1,11,789 4.78
Medak
Rangareddy Ghatkesar (CT) 8 wards – 13.83 sqkm 18278 3680 4.97 538
Rangareddy,
182 Villages – 978.17 5,16,059 1,08,109 4.77
Medak
Rangareddy,
Medak, Extended Area of HMDA (Outside HUDA area)-
6 15,93,557 3,25,417 4.90
Mahaboobna 4917 sqkm
ga, Nalgonda
Nalgonda Bhongir (M) - Consist of 5 Wards – 9.6 sqkm 50,407 9,647 5.23
Choutuppal (CT) - Consist of 5 Wards – 12.80
Nalgonda 14,001 2,888 4.85
sqkm
Omerkhan Daira (CT) - Consist of 8 Wards – 25.0
Rangareddy 7,259 1,943 3.74
sqkm
Rangareddy Narsingi (CT) - Consist of 8 Wards – 6.90 sqkm 7,117 1,300 5.47
Rangareddy Meerpet (CT) - Consist of 16 Wards – 4.01 sqkm 12,935 2,748 4.71
324
Mahaboobnag Farooqnagar (CT) - Consist of 29 Wards – 13.58
34,470 6,704 5.14
ar sqkm
Medak Bollaram (CT) - Consist of 8 Wards – 8.40 sqkm 13,115 3,458 3.79
Medak Isnapur (CT) - Consist of 7 Wards – 9.0 sqkm 7,576 1,732 4.37
Medak Eddumailaram (CT) - Ward No.5 - 6.20 sqkm 13,592 3,185 4.27
Sangareddy (M) - Consist of 6 Wards – 14.50
Medak 57,113 10,480 5.45
sqkm
Rangareddy,
Medak, 667 Villages in 4 Surrounging Districts – 4807.01
13,75,972 2,81,332 4.89
Mahaboobnag sqkm
a, Nalgonda
Total HMA 79,56,843 15,61,127 5.04 1,131
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Figure 8-1 presents various constituents of HMA and HH distribution within as per 2001 census.
Figure 8-1: Various Jurisdictions within Metropolitan Area of Hyderabad
As per the mandate of conducting home interview survey of 1.5% household residing in HMA, the
total population or households residing in the jurisdiction of HMA constitutes the universe for the
home interview survey. Our proposed approach is to cover approximately 1.5% of the total
households in HMA, selected on a random principle at various levels.
Census 2001 statistics suggests, the total number of households of all settlements (municipal and
non municipal towns, cantonment area as well as villages) contained within HMA as 1.56 million. The
latest provisional population figures and thereafter estimated number of households for Hyderabad
Metropolitan Area (HMA) suggests that it has reached to 2.25 million for the year 2011 (considering
10.5 million population and 4.75 as HH size). The proposed household sample for this survey (1.5%)
thus works out to be 33,000 households.
This total sample of 34,000 households has been further redistributed across high-density, moderate
density and low-density urban areas and separately for the rural hinterland. The logic used for
redistribution of this sample is as follows:
• For erstwhile MCH area with high population density, we shall be covering 1.1% of all
households contained within such cities.
• For rest of GHMC area which include 12 old municipal councils with moderate population
densities, we shall be covering 1.3% of all households.
• In Secunderabad Cantonment area which has similar densities we will cover around 1.3%
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• HADA and rest of HUDA area which have lesser population density, we shall be covering 1.7% of
all households contained within.
• In extended HMDA area, a total of 8,000 sample HH will be surveyed which will make about
2.5%. Of which 2,000 samples will be taken from two municipalities and rest from over 700
villages.
• The balance number of households from 33,000 is being kept aside as a special sample to be
allotted to special interest groups/areas as the main survey progresses. In essence, these are
booster samples to be used to tackle any issue of under-representation in the main survey.
An estimate of number of HHs to be surveyed by each area is shown in Table 8-3.
Table 8-3: Proposed number of sample households by various Constituents of Study Area
Pop
Growth HH Size- Pop. – 2011 HH-2011 % HHs to be
Area HH-2001 Pop-1991 Pop-2001
between 2001 estimate estimate taken surveyed
1991-01
Erstwhile MCH 6,56,749 30,58,000 36,44,000 19% 5.55 42,02,000 8,13,000 1.10% 8,500
Surrounding
4,00,106 9,96,000 18,33,000 84% 4.58 30,65,000 7,18,000 1.30% 9,000
Municipalities (12 nos)
Secunderabad
42,565 1,71,000 2,06,000 20% 4.84 2,40,000 53,000 1.30%
Cantonment 700
HADA 24,501 1,47,000 144,000 -2% 5.88 1,50,000 27,000 1.70% 500
Rest of HUDA Area
1,11,789 2,16,000 534,000 147% 4.78 10,45,000 2,35,000 1.70%
including villages 4,000
Extended Area of
HMDA (Outside 3,25,417 12,30,000 15,93,000 30% 4.90 18,51,000 4,06,000 2.50% 9,300
HUDA area)
Total HMA 15,61,127 58,18,000 79,54,000 37% 5.10 1,05,53,000 22,52,000 32,000
8.1.3 Selection of Sample Household

The methodology adopted for household selection is different for the three geographic units, viz.
municipal towns, Census towns and rural areas. The present section elaborates.
Municipal Corporation/ SCB
The household sampling in municipal corporation and councils would be done using the latest
electoral lists updated in year 2009. The entire GHMC area is divided into 150 municipal wards. Each
of the municipal ward is divided into several Electoral Part (EP) or polling booths which contains a list
of voters and will be used as a sampling frame.
In order to get a good geographical representation of the sample, it will be appropriate to cover 50%
of all polling booths contained within GHMC. For instance, Greater Hyderabad Municipal
Corporation has 5,718 polling booths. The allotted sample of 17,500 for GHMC area will thus be
distributed in around 2,850 polling booths with each having 5-10 samples. Within a selected polling
booth selection of households will be random.
Similar process will be followed for Secunderabad Cantonment Board (SCB) area which has 35 polling
booths.
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Rural areas
About 13,000 HH samples is proposed to be covered from rest of the HUDA and extended HMDA
area which is primarily rural in nature with about 849 villages, two municipal councils and nine CTs.
As per the traffic zoning strategy, zoning in even undeveloped rural area will be fine enough with a
population holding capacity of 60-70,000 population in future years. This necessarily means that all
larger rural settlements/ villages and close surrounding agricultural/ vacant land will be a traffic
zone. To have sample representation from all such traffic zones, we will have to have sample
household survey in each large villages. At this stage, it is anticipated that each village with more
than 500 households will necessary have at least 12-15 household sample.
8.1.4 HIS Format

Draft format for HIS has been appended in the Volume 4 of this report.
8.1.5 Training and Quality Assurance

Since HIS is one of the most important survey which not only collects the trip information of all
family members of sampled household but also collects so many other useful information regarding
household and personal socio-economic characteristics. This data is used at various stages of the
model development for calibration and validation purpose. It also supplements many data at TAZ
level which are generally not available from secondary sources/ published documents. In this regard,
it becomes very important to exercise utmost care in conducting this survey, codifying the data,
creating database etc. Consultants propose the following steps to maintain quality of the data
collected through home interview survey.
Briefing
Briefing (or training) will be undertaken by the qualified staff of the project team. The field
supervisors and enumerators working in the project will be made to attend these briefing sessions,
which, because of the large number of manpower required, will be staggered over a few weeks. In
the briefing sessions, the themes will include nature and objectives of the survey, sampling
methodology and household/respondent selection technique to be adopted, the category of people
to be interviewed and how to administer the questionnaire. The training would also include issues
related to:
• Expected productivity
• Fieldwork period
• Frequency of reporting to the office and to whom
• Substitution at household level
• General approach to be adopted to convince respondent to give the interview
Mock Call
Mock call will be done to assess the interviewer’s understanding of the questionnaires. The
training/briefing sessions will go over a period 3 days, with the first two as classroom training and
the last one day for mock calls. The interviewers will be made to perform mock interviews, first
among themselves, and then, among randomly chosen Hyderabad residents (near the venue).
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Accompaniment
The supervisor and the project executives will accompany investigators to at least some of the
household calls during the initial days of field work. The basic purpose behind this will be to impart
corrective field training to the investigators so as to fine-tune their abilities to administer the
questionnaire.
Back-check
The honesty and quality of work of an investigator will be verified through back checking. In the back
checking procedure the supervisor will contact the respondent personally and verify a few things
related to the work of an investigator. Key questions from the schedule will be administered again
just to check their consistency.
We are employing a professional group who has adequate experience of conducting interviews at
household level and have dedicated and trained investigators on their regular roll. The norms as
regards back-check generally followed in such survey will be as follows:
• Back checking of 20% of the entire sample size.

• A 15% proportion will be maintained individually for each investigator.
Scrutiny
Scrutinizing the questionnaires submitted by the interviewers on a day-to-day basis will be the most
integral part of a supervisor’s job. The first level of scrutiny will always be done at the site level so
that it leaves scope for immediate correction on the following day.
During this field scrutiny, the supervisor will check the following thoroughly:
• Whether the name, address, telephone number of the respondent and the landmark is written
clearly and correctly.
• Whether all the answers from the respondents have been recorded correctly and adequately.
• Consistency of response i.e. whether the response to a question is contradicted by the response
to another question in the questionnaire.
• Whether all the instructions have been followed correctly (like skipping instructions, etc.)
The second level of scrutiny will be done at the office level. Editors, who will be stationed at field
offices in Hyderabad will hold the responsibility of post coding the questionnaire for data entry. They
will also perform the critical task of post coding traffic zones and any other local-based codes in the
questionnaire. During the coding process, a second round of editing will be undertaken to check the
consistency errors in the questionnaires.
The third and final round of scrutiny is built into the data entry programme itself. Data entry will be
done in a standard data entry software package. Such programme allow several range and
consistency checks to be built into the data entry structure which thereby allows for inconsistencies
or nonsensical entries to be identified and isolated at the entry level itself.
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8.1.6 Monitoring Productivity
The field executives deployed for this study shall have the responsibility of monitoring productivity
of the investigators. This is crucial as the duration of the survey is limited and we have a rigid
completion date. The issues that the Filed Executives will be responsible to check are as follows:
• Keep a track of number of calls done by each investigator, on a daily basis, in a systematic
manner.
• Examine productivity of each investigator separately and find out the reason for low productivity
of concerned investigator and guide accordingly. If required, make a field visit to help the
investigator to increase productivity.
• Check the quality of work immediately of those who are giving a very high productivity. If
necessary, impose a ceiling for high productive investigators.
• Ensure each investigator goes to field during peak hours of availability of respondents targeted.
8.2 Base Mapping

An integrated base map for entire HMA will be prepared using information from various sources.
Most important sources are GIS mapping available with HMDA and GHMC. We have received
recently various GIS layers from both the sources made specifically for the purpose that best suits
their requirement. For example, a detail mapping is available for ORR growth corridor, extended
HMDA area as far as existing and proposed land use is concerned. Incidentally, both the agencies
have utilized Cartosat satellite image at the resolution of 2.6 m and vintage 2008. Since the image
and any interpretation of the same would be about 3 years old, the same may require updating to
obtain the existing land use situation. We propose to utilize Google images to supplement the
information not available in both the source information. However in absence of newer images the
existing data may be adopted as an approximate representation of existing land use after accounting
for major changes in land use, if any, through primary surveys and field visits. Having resolved the
base image to utilize in the process of base mapping, the next step would be to trace all missing
road/ rail/ transit network in vector format. Finally, we will filter transport network (excluding lower
level municipal roads which provide access within colonies/ settlements) based on our experience,
evolved traffic zoning system and reconnaissance survey to establish primary transport network
(Road/ Rail/ Metro) in GIS format for travel demand modeling purpose. Various other information in
vector format such as existing land use, natural constraints, water bodies, river, forest, location of
slums, air/ bus/ Metro/ rail terminals/ stations etc. will be superimposed in separate layers. All
future planning thereafter shall follow this base map.
We have tried to present the best clarity available with Cartosat image vis-à-vis Google image for us
to develop/ trace the information/ layers not available from HMDA or GHMC. It is clear that using
Google image as base image to trace various layers is more accurate than the other one.
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The best clarity possible with Cartosat image The best clarity possible with Google image
We view base map as a complete data set and not just a drawing as it used to be. As a first step
towards preparation of the base map the exercise of assimilating all spatial and attribute data from
various sources has been initiated. All the layers shall be overlaid with respect to their spatial
reference within the limits of accuracy and compatibility of the source data. This is essential to bring
all data, from different sources, to the same platform to be able to use it in a meaningful manner.
Also it will allow us to remodel and transform data in a format better suited for Transportation and
Traffic Modeling. For example the census data of 2001 when extracted is found to be spread across 5
districts in 36 Mandals with 849 villages and 26 towns, municipalities or corporations with 341
wards. While the village boundaries haven’t changed much over the period, the urban areas and
consequently the wards have undergone complete reorganization. At present there are 150 wards in
GHMC which covers 13 of the earlier municipalities. Two municipalities are still outside of GHMC
limits, though most of the census towns are amalgamated in one or the other of these 15 municipal
bodies. With so much reorganization it would be difficult to build a credible and usable urban
transport planning / modeling database without putting in significant investment in bringing diverse
sources (this is just one example!) of information together on a GIS platform.
The key vector / data layers proposed to be digitized for the strategic transport modeling and
planning purpose are listed below (Table 8-4). The spatial integrity and relationships will be enforced
and maintained through definition of topology rules to be defined within or across multiple layers of
spatial data as deemed necessary.
Table 8-4: The Key Vector / Data layers Proposed to be digitized
Category Sub Category Types Attributes Layer Description Topology
Network Links Roads (mixed Distance, Capacity, Speed, This layer to contain all network Link (Line)
traffic), BRT, Traffic management/ links with varied physical and
Rail, Metro restrictions, Volume, PT network attributes.
Routes & Schedules etc.
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Category Sub Category Types Attributes Layer Description Topology
Nodes Intersections, Turn penalties / restrictions, This layer would provide Point
Bus stops, Saturation flows, Actual connections between links and
Transit Stops / Flows, Boarding / Alighting, used to define rules of direction
Interchanges etc. or mode change
Nodes Zone Centroids Trip Ends, All Zone Attributes These are pseudo nodes used to Point
represent a zone (an area) as a
point.
Links Dummy Links These are pseudo links used to Link (Line)
connect zone centroids to the
Network. Important and require
careful consideration to
realistically model traffic flows.
Land Use Existing Use Zones Area, Use Codes, Built up Area
area / FAR / FSI (Polygon)
Proposed Use Zones Area, Use Codes, Built up Area
area / FAR / FSI (Polygon)
Zones Boundaries TAZ Area, Population, Workers, Area
Students, Employment, etc. (Polygon)
8.3 Field Surveys

There are various traffic surveys planned under this assignment. The following section describes in
brief quantum of each type of surveys to be undertaken. While detailed methodology of each of the
surveys are given in Volume 3 of this report, formats are given in Volume 4.
8.3.1 Network and Speed
8.3.1.1 Road Network Inventory

The collection of road network map to be able to identify the primary road network from various
sources is still in progress. Based on our initial understanding of the study area network, we expect
to conduct such survey on about 4,500 km of road network in HMA towards identifications of
strategic road network for UTP Model Development. Figure 3-6 shows road/rail network in the study
area which shall be cleaned and coded for doing inventory survey.
8.3.1.2 Speed and Delay Survey

Mobility as defined by network characteristics is manifested in journey speed and delay
characteristics. This survey is conducted to assess mobility levels provided by the network and
identify bottlenecks. The speed and delay studies will be conducted using moving car observer
method. Our initial appreciation of HMA’s road network suggests that around 4,000 km will have to
be covered under this survey.
8.3.1.3 Surveys to Develop Speed – Flow Function

The speed flow relationships and link volume travel time functions, or Volume Delay Functions
(VDF), play an important role at the traffic assignment stage in the travel demand modelling. The
volume travel time functions are entered as attributes of links, which in turn represent road
sections. The purpose of these VDF is to determine the travel time according to the volume on each
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network link. Towards this, selecting representative road sections and developing such VDF on each
is important. We at this stage propose to develop the exclusive VDF for the following categories (16
no.) of road sections. This, as per Consultant’s understanding represent the variety of roads that
HMA strategic road network has.
Table 8-5: Road Categories for VDF
Road Categories / Lane configuration Divided/ Undivided Traffic Management
SL/IL Undivided One Way
SL/IL Undivided Two Way
2/3 Lane Undivided One Way
2/3 Lane Undivided Two way
2 Lane Flyover Undivided One way
4 Lane (Effective 2 lane ) Divided Two way
4 Lane Undivided One Way
4 Lane Divided Two way
6 Lane (Flyover) Divided Two way
4 Lane NH (Rural portion) Divided Two way
4/6 Lane (Bypass/ORR) Divided Two way
Expressway Divided Two way
Long Bridge Divided Two way
8.3.2 Traffic Surveys
8.3.2.1 Traffic Volume Count and or O-D / Occupancy Surveys at Outer Cordon/ Inner Cordon/
Screen Lines / Mid-block and Survey Locations
Study area is huge with many constituents such as GHMC, HADA, Cantonment board, urban out
growth, and rural pockets as well with varying travel characteristics and interaction level with rest of
the study area and rest of the state. The sole purpose of this survey is to assess three out of four
components of travel within study area such as Internal – External, External – Internal and External –
External by doing traffic volume count and O-D survey (for passenger and goods vehicles) at outer
cordon i.e. various gateways to study area. Since, study area is large with most of its population and
activity centre within GHMC, at all identified locations along Inner Cordon line too traffic volume
count and O-D survey will be conducted. Screen lines have been identified considering physical
barriers such as rivers, canals, and railway lines etc. or combination and previous studies. Further,
additional traffic volume count locations have been identified on important corridors for general
appreciation of traffic level, validation of the model and using it for preliminary round of potential
MRTS phase-II corridors for further analysis.
An attempt has been made to delineated outer-cordon lines, inner-cordon lines, screen-lines and
quantified survey requirement. The table below presents in summary, the quantum of surveys
identified along each of the cordon/screen lines.
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Table 8-6: Quantum of TVC / O-D / Occupancy Survey along OC / IC / SLs / Mid-Blocks
Along Type of Survey Duration No. of Locations
Traffic Volume Count Survey 24 (Hrs.) 20
Outer Cordon Line
Origin – Destination Survey 24 (Hrs.) 20
Inner Cordon Line
Screen-Line Occupancy Survey for Passenger
12 (Hrs.) 67
Vehicles
Mid-Block Locations Traffic Volume Count Survey 16 (Hrs.) 36
In all traffic volume count survey is proposed at 150 locations and O-D survey at 47 locations. Figure
8-2 in two parts present outer-cordon, inner-cordon, screen lines in the HMA area along with
identified survey locations. In view of ongoing traffic studies by GHMC on major roads in GHMC area,
exact locations of the mid-block traffic volume count survey will be decided in consultation with
client. Survey formats for traffic volume count and Roadside Origin-Destination Surveys are attached
in Volume 4 of this report.
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Figure 8-2: Outer Cordon, Inner Cordon, Screen-Lines identified in the study area
8.3.2.2 Turning Movement and Inventory Survey at Strategic Intersection/Junction

The study of intersections is vital in understanding, estimating and modelling of traffic flow on road
networks and thereby network capacity analysis. It is propose to identify 25 important intersections
and conduct a turning movement survey and inventory of the same. These include some of
previously studied intersections as well as newly identified ones. In addition to physical inventory,
operational studies like turning movement surveys and signal phasing survey shall be conducted for
the identified intersections.
Table 8-7: List of Intersection Proposed to be Surveyed
Sl. No. Junction Name Location of Intersection In HMA area
1 Panjagutta Core area
2 Kukatpalli Y junction North direction
3 Gachibowli West direction
4 Attapur South direction on NH7
5 Basheerbag under flyover Core area
6 Himayath Nagar Y Junction Core area
7 Khairathabad Core area
8 Ravindrabharathi Core area
9 Dimond point North direction
10 Miyapur T junction North- west direction
11 LBNagar South East ditection
12 Naredimet East direction
13 ECIL X roads East direction
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Sl. No. Junction Name Location of Intersection In HMA area
14 Nacharan IDA jun East direction
15 Chandrayangutta South direction
16 Bhairamulguda South East ditection
17 Narsing West direction
18 APPA South west direction
19 Nalgonda X roads Core area
20 M J Market Core area
21 Nobel talkies Core area
22 Shapurnagar T Junction North direction( Jeedimetla road)
23 Indira seva sadan(IS sadan) Core area
24 Tirumalgiri X roads Sout East direction(on Bolaram Road)
25 Malkajigiri X roads Sout East direction
8.3.2.3 Parking Survey

In consultation with GHMC, an inventory of the existing on-street and off-street parking facilities will
be prepared. About 10 locations/stretches in addition to the locations/stretches covered as part of
Stage-I survey for IAP will be surveyed to understand parking characteristics.
8.3.2.4 Non-Motorized Traffic Survey

At identified location, NMT count survey including pedestrian will be conducted on pre-designed
proforma. These surveys will be located at/along stretches where the proportion/numbers of NMT
are high.
8.3.3 Transport Systems’ Assessment
8.3.3.1 Traffic Surveys at Major Terminals (Road/ Rail/ Air)

There are 15 major bus terminals (intra-city and or intercity), three rail terminals and one air
terminal in the study area. Each of them possesses unique characteristics and associated problem/
issues. To identify such problems and evolve solutions thereafter, each of the terminals has to be
taken and surveyed separately as per the need.
In addition, we propose to conduct terminal user survey (out bound/ inbound passengers) at every
terminal to capture trip information, personal profile and most importantly dispersal pattern.
Approximately 100 such sample surveys will be conducted at each regional terminal (road/rail/air).
8.3.3.2 Survey of Floating Population

The floating population of a town constitutes mainly of two types. The first category is those types of
people who visit the place routinely but do not stay at the place. The reason for such visits is mainly
for some job or work associated with the town. The second type constitutes visitors or guests who
might live for a small span of time, but their duration of stay as well as next visit are not predictable.
Often the second type of floating population is seasonal visitors, like tourists. In a city like
Hyderabad, such population will be significant. To capture profile and associated characteristics of
such population many surveys are proposed which in addition to its own defined purpose will serve
this purpose too. For instance, O-D survey of passenger vehicle at outer-cordon points, passenger
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interview at regional terminal, interview of institutional population (3,000 such interview on
sample basis has been proposed) in hotels/ hostels/ guest houses, hospitals etc. We will have a
specific question to distinguish between local residents and floating population in all of the above
surveys so that characteristics and travel pattern of floating population can be separated.
8.3.3.3 MMTS / Sub-urban Railway Passenger Survey

The current network extends to about 47 kilometres with 26 stations, served by 12 rakes EMUs. As
per the reported statistics, MMTS cater to about 100,000 passenger trips per day in about 80 train
trips. Under this task, we will conduct two types of surveys as follows:
Boarding/Alighting Survey – on sample train trip, we will man sample gates of one coach and will
count boarding and alighting number of passengers at each station of the train trip from its origin to
final destination. This will expanded to estimate total boarding/alighting at every station, total
passenger trip catered by each route and by MMTS in a normal week day and level of ridership
between stations. About 10- train trips will be covered.
Interview of MMTS Passenger– on sample basis, we propose to interview MMTS users on pre-
designed proforma to capture personal details, trip characteristics with clear differentiation between
home based and non-home based trips, whether resident or floating population, opinion on the
services etc. We will conduct approximately 500 such interview on sample basis.
8.3.3.4 Bus Passenger/On-Board Survey

Like MMTS passenger survey, Bus passenger survey on APSRTC city bus and SETWIN bus will also be
conducted. This survey will also be divided into two parts such as:
Boarding/Alighting Survey – on sample city bus route, we propose to conduct on board boarding
and alighting survey to count number of passengers boarding and alighting at each stop (schedule/
request/ intersection) along with time stamp. This will be expanded to estimate total passenger trip
catered by each route/ by trip in a normal weekday and level of ridership/occupancy in bus between
stops. About 200 bus-trips will be covered.
Interview of Bus Passenger– on sample basis, we will interview Bus users on pre-designed proforma
to capture personal details, trip characteristics with clear differentiation between home based and
non-home based trips, whether resident or floating population, opinion on the services etc. We will
conduct approximately 5,000 such interview on sample basis spread across the study area at
selected bus stops or on board.
8.3.3.5 IPT (Taxi and auto-rickshaw) Survey

The objective of this survey is to assess the operational characteristics of the IPT (Auto Ricksaw),
identity problems & issues and suggest appropriate policies for its rational development. In this
section survey will be conducted to appreciate the current IPT system characteristics in the city and
its user’s profile. There will be two part of this survey
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Passenger survey - the IPT users will be interviewed to assess their trip characteristics in terms of
origin and destination of trip, purpose and cost of trips, home based or non-home based trips etc..
We will do 3,000 such interview covering Auto Rickshaw and Taxi users.
Operator Survey - this will provide IPT operational characteristics in terms of route of operation,
vehicle utilization, passengers carried/day, operating cost and revenue etc. We will do 500 such
interview of Auto / Taxi drivers.
The survey will be conducted at locations, like Railway stations, Bus Stations etc, with high
concentration of IPT modes and trips.
8.3.4 User Surveys
8.3.4.1 Opinion Survey

Opinion survey will be integral part of the many of the interview survey we have proposed to
conduct such as Bus passenger survey, MMTS passenger survey, IPT user survey, wok place survey
etc to ascertain user’s perception on various services such as MMTS, Bus service, auto/taxi etc..
8.3.4.2 Work Place Survey

The work place survey would involve on sample basis of commercial, industrial and institutional
establishments within the Study Area in order to understand the following aspects:
• Trip generation characteristics of various activities
• WTP for improved public transport facility
• Likely hood to divert to proposed metro based on improved level of service in Metro
• Response to congestion pricing
• Response to parking policy/ pricing
• Generalised cost parameters
The information on daily visitors and employees by each type of establishment would help in
establishing a parking-activity relationship. The establishments proposed to be covered would
include wholesale and retail shops, government and private offices, schools and colleges, industries,
warehouses, workshops and any other public or private institutions of significance. The information
to be collected would include the trip characteristics of the visitors as well as characteristics of
establishment including floor area, number of employees, number of visitors per day, pattern and
modes used for delivery of goods to their establishments etc. We will interview around 100
establishments and 3,000 visitors on sample basis as part of work place survey.
8.3.5 Goods Focal Point Survey
8.3.5.1 Goods Focal Point Survey

There are number of goods terminals of varying size in the study area. This survey will provide the
data related to inflow and out flow of commodity and goods which are controlled by major goods
terminals in the city. This would supplement the O-D matrices for goods vehicle generated based on
O-D survey at outer/inner cordon points. The survey will also include terminal inventory to assess
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physical infrastructure available and its characteristics. This survey will be conducted at 10 locations
within HMA such as Kukatpally, ICD Sanat nagar, LB Nagar, Reti bowli, Sagar Road, Patan Cheruvu,
Gudi Malakpuri, Began Bazat, Monda market etc..
8.3.5.2 Commercial Vehicle Survey

Commercial vehicle includes goods vehicles and taxis/ auto rickshaw operating in the study area.
Objective of this survey is to supplement the matrices of such travel pattern developed out of
various surveys so as to complete commercial vehicle movement matrix in the study area. Under this
task we will identify gaps in information and focus systematic data collection from various transport
operators, IPT association etc.
8.3.6 Other Past Data Compilation

The previous traffic study reports have been reviewed and the past traffic data has been compiles.
The following Table 8-8 shows the brief summary of past traffic data available. Although there are
many common locations (mid-block / Intersections) in many of the studies, duration of surveys vary
as per the requirement of the specific study. We shall make use of the available information
appropriately during the study. Review of each of the studies / reports mentioned below has been
compiled in Volume 2 of this report.
Table 8-8: Number of Traffic Volume Count Survey Locations (Mid-Block under various Past Studies
Mid-Block Intersections/
SI.
Name of Study Locations Junctions
No.
Studied Studied
The Feasibility Study on Urban Mass Rail Transit System Project in
1 10
Hyderabad by JETRO, March-1999
2 DB-Hyderabad Area Transportation Study (HATS), 2000 219 31
3 Concept Plan for Hyderabad, 2001 22
4 DPR – Hyderabad Metro (Phase-I), June-2003 46
Development of Hyderabad Multi Model suburban Commuter
5 11
Transportation system on commercial format By L&T Jan-2004
Feasibility Study and DPR for the Project of Improvements to the
6 Radial Roads connecting Inner Ring Road and Outer Ring Road in 33
Hyderabad Metropolitan Area By CRAPHTS Consultants, Sep-2006
Corridor Traffic Management Plan “Interim Report” for HMR BY
7 27 31
Engineering Staff College of India - Feb'2009
8 Hyderabad BRTS By GHMC April 2008 8
Consultancy Services for Design of Intersection Improvements
9 (short term/long term) on three Metro Rail Corridors – Traffic 59
Survey Report -2011 for Metro Corridor 2 and 3
8.3.7 Proposed Field Survey Program

The following table shows the proposed survey program under various categories. It has been
prepared keeping in mind the summer holidays and its impact on the traffic and travel
characteristics. It is planned to start the interview related surveys from second week of June.
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Table 8-9: Field Survey Programme
Sl. Proposed period of survey
Description of the survey
No. From To
Category 1
nd
1 Conducting Household Interview Survey June 2 week November last week
nd rd
2 Survey of Floating Population July 2 week August 3 week
Category 2
st th
3 Road Network Inventory Survey May 1 week August 4 week
nd th
4 Speed and Delay Survey July 2 week Sept 4 week
st rd
5 Surveys to Develop Speed – Flow Function Sept 1 week Oct 3 week
Category 3
Conduct Traffic Volume Count / O-D / Occupancy
nd
6 Surveys at Outer Cordon/ Inner Cordon/ Screen Lines / June 2 week August last week
Mid-block and Survey Locations
Turning Movement and Inventory Survey at Strategic nd nd
7 June 2 week August 2 week
Intersection/Junction
Category 4
nd nd
8 Traffic Surveys at Major Terminals (Road/ Rail/ Air) July 2 week Sept 2 week
nd
9 Goods Focal Point Survey May 2 week July last week
Category 5
nd rd
10 Work Place Survey May 2 week July 3 week
th nd
11 Commercial Vehicle Survey August 4 week Oct 2 week
Category 6
st rd
12 Parking Survey May 1 week June 3 week
st rd
13 Non-Motorized Traffic Survey Jun 1 week August 3 week
Category 7
rd th
14 MMTS / Sub-urban Railway Passenger Survey July 3 week August 4 week
th nd
15 Bus Passenger/On-Board Survey August 4 week Oct 2 week
rd th
16 IPT (Taxi and auto-rickshaw) Survey Sept 3 week Nov 4 week
st rd
17 Opinion Survey for (Bus, MMTS, IPT passengers) July 1 week August 3 week
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9. URBAN TRANSPORT PLANNING MODEL
9.1 Background
Although transportation system is a complex urban function, the demand for travel is clearly
understood as primarily a function of land use characteristics and distribution. The purpose of the
urban transport planning (UTP) model is to simulate, as realistically as possible, the urban
transportation system in terms of demand supply interaction given the land use and transportation
system characteristics of the urban area.
To forecast travel demand under various policy and physical infrastructure levels, a mathematical
model needs to be built to simulate travel patterns of the region. These models should be capable
of:
• Modelling mode split, including walk, public transport modes (auto-rickshaws, taxi, bus and rail)
and private transport (motorcycle and car), good's vehicles.
• Assigning trips to MMTS and bus networks taking into account the characteristics like routes,
frequencies, speeds, fares and congestion etc. for these modes in comparison to each other and
to private modes of travel.
• Modelling impact of growth and development i.e. reflect changes in travel patterns due to
change in socio-economic characteristics, change in type and intensity of land use and the
transportation system:
- Reflecting the impact of introduction of new modes like Metro, BRT etc. on mode choice
and travel pattern.
- Reflecting the impact of network improvement and expansion.
- Reflecting the impact of new land use developments and /or control policies, including
residential, commercial or industrial areas, truck terminals, truck parking lots, interstate
bus terminal etc.
- Modelling the impact of land use conversion and change in densities on travel patterns.
• Reflecting impact of traffic demand management measures such as parking fees, road user
charges and congestion pricing, as well as the staggering of working hours, flexi hours and
multiple shift work.
The model so developed should be able to provide inputs to the economic evaluation of the
identified projects or bunch of the projects in terms of cost benefit analysis. It should allow the
economic feasibility to be expressed in terms of expected Net Present Value (NPV) and Economic
Internal Rate of Return (EIRR). It should be able to:
• Identify major items of likely economic benefits and dis-benefits.
• Establish appropriate value of travel time by trip purpose and vehicle operating costs
• Conduct a standard cost-benefit analysis for a project life cycle typically in the range of 20-30
years
• Conduct sensitivity analysis for investment program
• Assess project benefit distribution across the region
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9.2 Defining Modeling Domain
The following sections define and describe the domain of the modeling exercise as envisaged for
developing the travel demand models for Hyderabad Metropolitan Area (HMA). In view of the
nature of the study and the geographical extent and complexity of development of the study area
the purview of modeling is fairly comprehensive to take into account all significant travel demand
determinants and reflect all aspects of travel demand. The implementation will be through a
sequence of sub-models that will use established practices and techniques, and be thoroughly
calibrated before final application. Improvisations, to established techniques, as per the specific
requirements or conditions of HMA will also be attempted and adopted after appropriate
benchmarking and testing. The Figure 9-1 is a simplified graphical representation of this modeling
domain and work flow.
Figure 9-1: Proposed UTP Modeling Domain and Workflow for HMA
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9.2.1 Attributes of Travel Demand
The attributes of travel demand are used to describe the characteristics of travel in the city in
relation to the land use and transportation system. The following are the main attributes of travel
demand proposed to be analyzed and modeled through a series of sub-models.
• Trip Generations / Trip Rates
• Purpose of Travel / Activity
• Time of Travel
• Destination Choice
• Mode Choice
• Route Choice
• Travel Cost & Times
• Network / Links Capacity & Volumes
9.2.2 Components of Travel Demand

Passenger and Freight are the two separate components of travel demand that need to be
understood and modeled separately. While a few of the demand determinants for both may be
same their characteristics and planning requirements differ drastically.
9.2.3 Spatial Extent of Travel

In the UTP modeling context the spatial extent of travel is differentiated in the following two
categories:
• Regional: Travel extending beyond the immediate urban influence (study) area boundary
including long distance national and international travel.
• Local / Intra Urban: Travel confined within the immediate urban influence area.
The two categories of travel differ vastly in terms of their motivations and choices and shall be
modeled separately using different sub-models. As an example synthetic models have been found to
serve well for urban destination choice modeling but for regional modeling econometric models are
found to be more suitable.
9.2.4 Measures / Attributes of Travel Demand Generators

In the four stage modeling context the primary decision of making a trip is assumed to be
independent of cost (direct or implied) of travel. The primary attributes of trip generation are thus
land use and population characteristics. Following is the list of some of the main attributes that shall
be analyzed in detail and used for modeling trip generation behavior in terms of both productions
and attractions.
• Land use: Land use here does not refer to only the physical extent or area under a given urban
use but also includes its intensity, which may be measured in terms of built up area, and other
related attributes such as population and employment densities etc. The urban land uses in HMA
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shall be understood through the analysis of vast secondary and primary data collected under the
study.
- Residential / Density
- Commercial / Employment
- Services / Employment / Capacity
- Industry / Production
• Population Characteristics: Understanding of the population in terms of its demographic and
socio-economic profile is equally important for understanding and modelling travel behaviour.
Following are some of the main parameters to be analysed for the purpose of travel demand
modelling.
- HH Size
- HH Income
- Vehicle Ownership
- Workers / Students Population
9.2.5 Network & Transport System Characteristics

The term network and transport system characteristics are meant to include the physical network
and modes along with the operational attributes. This forms an important input in three of the four
stages of modeling namely destination, mode and route choice. Transportation being the core focus
of the study the network and transportation system characteristics will be both a primary input and
an output of the modeling exercise in an iterative manner. The primary tools in the hand of planners
to modify the transportation system are policy or project (physical or technological) interventions, it
will therefore be important to analyze and incorporate all significant attributes required to model
existing conditions and future options effectively.
It is understood that the transportation system in urban areas including HMA is not a simple or
homogeneous network or system. The following distinct networks are proposed to be modeled
under the present study. These networks may exist as physically separate and distinct entities or
share physical space and be distinguished in terms of service attributes, but need to be modeled
separately. It may also be noted that all of these networks may not be existing in the HMA at present
but are very likely to be provided in future to build an effective and efficient transportation system.
• Road Network
• Public Transport Network & Service (Road Based)
• Suburban Rail / Metro Network & Service
• NMT / Pedestrian Network
9.3 Development Plans

While the existing travel demand will be analyzed and understood in terms of present land use
pattern, the future travel demand will have to be modeled. The development plans for different
areas of HMA provide insights into future growth directions and land use distribution. The
development plan for GHMC area, vision 2020, was notified in 2008 and is under implementation.
The development plan for the remaining HMA with a perspective year of 2030, is in advanced stages
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of preparation and is likely to be shortly release in the public domain for discussions and objection
process. While these development plans will be used to provide land use inputs to the UTP model,
the outputs of the model may be used to review the efficacy of these plans in terms of the
transportation system.
9.4 Land Use Parameters

Land use is the most important aspect of travel demand as it defines and justifies travel. It is
therefore important to identify and abstract the most relevant parameter of land use that can define
and describe travel demand in the context of demand modeling for HMA. The following land use
parameters are proposed to be quantified, analyzed and projected for the purpose of travel demand
modeling.
9.4.1 Type of Land Use

This defines the primary aspects of travel in terms of purposes, times, direction and quantum. For
example Residential uses will generally produce trips for work and education purpose on a large
scale during morning hours and an almost reverse pattern in afternoon / evening hours. Industrial
area will not only generate work and business trips but also freight traffic on a significant scale.
However, type of land use is not a measurable element therefore in a modeling context it will be
used as a category variable. Other variables will be used to quantify the generation potential of Land
use.
9.4.2 Quantifying Land Use

Quantification of Land use is required to estimate the quantum of travel demand. Depending upon
the model context and quality of data a number of parameters can be used to quantify land use but
are broadly classified into categories of size and intensity. It is proposed to study and analyze the
following parameter for quantification of land use in the current as well as projected scenarios:
i. Land and Building Area: Land and building area are proposed to be derived from various master
plans and zonal plans prepared for different sub-regions of HMA. While the gross land area
under a given use may be readily available through these plans the building areas will have to
be derived through careful understanding of zoning regulation, building by laws and actual
situation on ground.
ii. Employment: Employment is an effective proxy for quantifying land use as it gives a fairly direct
measure of work trips and an indirect but again fairly accurate measure of other purpose trips.
Though no authentic sources for employment data exists, for the entire city, considering the
importance of this information it is proposed to build it up from various secondary sources. The
estimates from secondary sources will be backed up and validated through primary surveys
including both household and workplace surveys.
9.5 Types of Models and likely application

This Section describes in more detail our proposed modeling methodology for the study. It also
describes the application of the models as tools in developing medium and long term transportation
strategies for HMA.
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The modeling methodology proposed addresses all of the requirements of the TOR, provides a level
of detailed modeling not yet attempted in Hyderabad, to ensure a high level of usability for present
and compatibility for future requirements. A generalized form of the proposed modeling framework
is given in Figure 9-2 below.
Figure 9-2: Modeling Framework
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As land use and network design are the primary planning interventions available with city planners,
the four-stage modeling gives them a strategic tool to evaluate the overall effectiveness and
efficiency of the land use or development plans prepared by them. This will be useful in defining the
long term vision for development and defining strategic growth pattern and direction for the HMA.
Further, the data and information generated from the model will be useful to all the agencies
involved in the operations, maintenance, management and regulation of the transportation and
traffic aspects in an incremental and ongoing basis. For example the APSRTC could use the model for
planning of bus routes and schedules, HMRL could use it for identification of potential metro routes
and assess ridership, GHMC and Traffic police will be able to assess traffic at mid-block sections and
intersections and suitably identify physical improvement and management or regulatory
interventions. Furthermore, all stakeholders will be able to assess the impact of any new
development or project or deviations from strategic plan on their area of operation through the
application of the model.
The land use and network are the main exogenic inputs to the modeling process. The “activity
system” or “land use” forecasts, which in practice consist of forecasts of the spatial (zonal)
distribution of population, employment etc. and detailed computer representation of the road and
transit networks (and their performance characteristics). An important point should be noted
concerning the way these inputs enter the four-stage process. Although the “activity system”
forecasts of population and employment distributions are shown as inputs to the trip generation
stage, characteristics of trip-makers can and, in fact, do enter as explanatory variables within other
stage of the process, in particular, mode split, within which variable such as age, occupation,
possession of a driver’s license, and number of household vehicles play important roles in
determining trip-makers modal choices.
The major outputs of the process shall be estimates of network links flows by mode (i.e. private and
public), as well as associated link flow related variables such as:
• average link travel times and speeds;
• link volume-to-capacity ratios;
• link operating costs by mode;
• various transit ridership characteristics such as boarding and alighting by transit line; and
• other variables which can be calculated as a function of links times, speeds and / or volumes
(e.g. vehicle emissions or energy consumption using -speed-based models).
9.6 Transportation Models for HMA

This Section describes the context of transportation models that may potentially be used as per our
proposed modeling methodology for the study. The detailed data and information is not available at
the moment it will be appropriate to describe the context of various models and sub-models, in
terms of, their utility, benefits and limitations. These models, based on well-established or
researched techniques, are the ones considered appropriate for use in HMA context as per our
current understanding. However, as the data on domain variables for modeling becomes available
during the course of the study, more informed choices can be made by the project team. The final
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approach to modeling and choice of specific tools or techniques will be determined on the basis of
our assessment of the quality, suitability and robustness of the data as it becomes available. A
generalized form of the proposed modeling framework is given in Figure below.
Figure 9-3: Generalized Form of Modeling Framework
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As Figure 9-3 shows, we are proposing a standard 4-stage; recursive model – with a number of
refinements to best address the unique properties of the transportation system of HMA. These
include:
• Modeling the sub-regions (within the overall regional model) using travel parameters specific to
each region (e.g. trip rates, trip distribution functions etc.);
• the role of IPT as an ‘auxiliary’ transit mode – in order to address its importance as an access
mode to rail;
• the use of capacity restrained assignments for transit – to take account of the difference in
existing MMTS and imminent Metro;
• a form of ‘destination choice’ model to more accurately distribute HBW and HBE trips. The very
significant proportion of the labor force that is in the ‘informal’ sector (upto 70%) requires that
these trips are allocated to the correct workplaces. Similarly, the large number of education trips
need to be correctly allocated to the appropriate institutions, and not at random; and
• an NMT model to specifically model NMT trips that are ‘all the way’, rather than just as an access
mode.
Our proposed approach to the detailed modeling of the HMA is a ‘holistic’ one, whereby we
recognize that each of the sub-regions of HMA may have their own specific socio-economic and trip-
making characteristics; and all co-exist, and interact, inter-dependently (rather than independently)
as vital, and dynamic, components of the metropolitan area.
We intend to understand the travel interaction within and between each sub-region as an integral
part of the model we will develop for the HMA. Socio-economic and infrastructural changes made in
one sub-region will inevitably affect travel patterns to/from other sub-regions, and we feel that we
must directly address these dynamic links between the sub-regions. Therefore, we will separately
calibrate and validate trip generation / attraction models for each sub-region. We will investigate the
practicality of separately developing trip distribution and modal choice models for each sub-region.
These sub-models will be calibrated (and validated) to each sub-region but will be applied to each
sub-region in their regional context. It presently appears that there will be a need to develop 6 sub-
regional models, as below:
• GHMC;
• HADA;
• CDA;
• ORRGC;
• Outer Municipalities
• Rest of HMA (Rural Areas);
The following sections describe, in more detail, the various components of the model.
9.6.1 Transportation Networks

Networks will be developed for the Base Year (2011), 2016, 2021, 2026, 2031, 2036 and 2041. For
these future networks we will assume that all HMA ‘Committed Schemes’ are in fact ‘ongoing’ or
‘potential schemes’ and that they are expected to be fully operational according to their planned
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schedules. The ‘potential’ schemes will be tested in the model and evaluated on traffic and
economic considerations, assuming that these schemes have been fully evaluated and that no
further financial analyses of these schemes will be required.
Separate road, bus and rail networks will be developed based on our own network inventories and
also on data provided by the relevant transit operators. Road, bus and rail networks will be
developed for each design year. All networks are described in terms of ‘nodes’ and ‘links’. However,
the attributes of each network type are very different.
The road network is defined in terms of:
• Link length;
• Link type;
• Link width / number of lanes;
• Volume / delay function etc.
The bus network is similarly described, as the buses operate on the same roads, but with additional
information on:
• Frequency / headway of service;

• Operating speed;
• Fleet size;
• Vehicle capacity; etc.
The rail network operates on its own dedicated right-of-way, which is described in terms of nodes
and links, and the service characteristics are described similarly to those of buses. Figure 9-5
describes the network attributes represented in EMME/3.
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Figure 9-4: Road and Transit Network Attributes for EMME/3
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Transportation Modes
The modes to be modeled are:
Main Mode Sub-Mode

Non-Motorised (NMT) Walk, Bicycle
Intermediate Public Transport (IPT) Taxi, Auto rickshaw, Maxi cab
2-wheeler (driver), 2-wheeler (passenger), Car/Van (driver), Car/Van
Private Vehicles
(passenger)
Goods Vehicles Tempo, LCV, HCV, Articulated Truck
Bus Bus (public), Bus (company charter), Bus (private charter)
Rail Train (MMTS), Train (long distance)
For future years we will model additional new modes in order to incorporate proposed schemes
such as three metro corridors under HMRL are already under implementation through PPP.
One important consideration is that the model must be able to cater for travel by auto-rickshaw in
both of its roles as:
• an Intermediate Public Transport (IPT) mode in its own right; and

• an access / feeder mode to MMTS / Metro.
EMME/3 is well suited to dealing with this issue by considering auto-rickshaw as an ‘auxiliary transit
mode’ (i.e. a feeder mode) and as a road mode.
9.6.2 Time Periods

We propose to develop trip matrices for the following time periods:
• AM 4-hour Peak Period (7am -11am);
• PM 4-hour Peak Period (5pm – 9pm);
• All Day (24 Hrs.).
The model will produce trip matrices for these time periods. Hourly trip matrices for trip assignment
will be produced through the matrix manipulation sub-model. The actual hourly period to be
assigned will be determined from an analysis of the survey data.
As the economic viability of transportation projects is largely determined by their daily (and annual)
travel demand and resulting revenue streams, we intend to develop daily trip matrices to
supplement these peak matrices.
9.6.3 Trip Purposes

On the basis of our reviews of previous studies, and our national and international experience, we
expect the main purposes of travel in HMA to be:
• Home Based Work (i.e. Home to Work/Work to Home) - HBW

• Home Based Education (i.e. Home to School/College & School/College to Home) - HBE
• Home Based Shopping (i.e. Home to Shopping/Shopping to Home) - HBS
• Home Based Other (other Home Based trips e.g. social, personal etc.) - HBO; and
• Non-Home Based (i.e. trips where neither end was at the Home) - NHB
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We anticipate that these will be the main purposes modeled – however, we will obtain clarification
of the relative importance of each trip purpose from the results of our Household Interview Survey
(HIS) and Roadside Interview Surveys (RIS’s).
9.6.4 Household Characteristics Sub-Models

We will develop trip-end estimation models for each of the above trip purposes. In order to do so, a
number of sub-models will be developed to categorize households within the HMA into groupings
with identifiable household characteristics which are shown to be reliable determinants of vehicle
availability and trip-making. These sub-models will be developed from the results of the HIS. It is
anticipated that these sub-models will include:
9.6.4.1 Household Size Sub-Model (HSM)

This sub-model will estimate the probabilities of households containing various numbers of
household members, based on observed zonal average household sizes. This will probably be
achieved by fitting curves to observed HIS data, as shown in Figure 9-5.
Figure 9-5: Typical Household Size Model
For the purposes of forecasting it will be necessary to develop a relationship between average
household size and population density. Traditionally one would expect higher household sizes to be
associated with areas with high population densities. Given a future year zonal population (and
consequently a population density) it will possible to estimate the average zonal household size.
9.6.4.2 Household Workers Sub-Model (HWM)

This will estimate the probability of households containing various numbers of employed household
members, on the basis of observed zonal average employed residents per household. This will
probably be achieved by fitting curves to observed HIS data (in a similar manner as used for the
HSM), as shown in Figure 9-6. It will also be necessary to develop a relationship between population
densities and mean zonal workers per household.
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Figure 9-6: Typical Household Workers Model
This same approach will be used to estimate the numbers of household members in full-time
education – as part of the Household Students Sub-Model (HEM).
9.6.4.3 Household Income Sub-Model (HIM)

This sub-model estimates the probabilities of households having 0, 1, 2 or 3 or more vehicles
available for their regular use. This will probably be achieved by fitting curves to data obtained
through HIS, on the basis of observed zonal average household income (most likely normalized
against the observed average household income for the HMA as a whole). A typical model is shown
in Figure 9-7.
To obtain future year zonal average household income it will be necessary to forecast average HMA-
wide household income. Base Year (BY) average zonal income will be factored to Future Year (FY)
average zonal income by the ratio of:
• By HMA-wide average household income

• By HMA-wide average household income
The HIS data will also be examined to investigate the practicality of developing additional sub-
models if needed.
Figure 9-7: Typical Household Income Model
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9.6.4.4 Vehicle Availability Model (VAM)
The above models will provide the following inputs to the Vehicle Availability Model:
• Number of households with 1, 2, 3, 4, 5, 6 and 7 or more residents;

• Number of households with 0, 1, 2, 3, 4 or more employed residents;
• Number of households with 0, 1, 2, 3 or more persons in full-time education; and
• Number of households with household incomes falling in each of household income
quartiles.
The Vehicle Availability Model will be calibrated separately for each sub-region. The model is
expected to be a Logit formulation, and will estimate the number of zonal households with 0, 1, 2
and 3 or more vehicles. We will also investigate the practicality of disaggregating vehicle availability
into 2-wheelers and cars/jeeps/vans separately. This is an important distinction as 2-wheeler growth
is very high in Hyderabad, and can be expected to continue to grow rapidly for the foreseeable
future.
The Logit Model formulation is expected to be of the form:
Prob[VAG(n)i] = f (household size, number of workers, household income,

accessibility, location)
Where:
Prob[VAG(n)i] = probability of a household in zone (i) being in Vehicle Availability
Group(n)
9.6.4.5 Trip End Model (TEM)

The Trip End Model will estimate trip productions & attractions by Vehicle Availability Group (VAG)
and Trip Purpose. As described previously, four vehicle availability groups will be modelled, together
with five trip purposes (HBW, HBE, HBS, HBO and NHB).
At the time of writing it is not clear as to whether the trip-end model will comprise a multinomial
regression formulation or will take the form of category analysis/cross-classification. The decision on
the precise formulation will depend upon analysis of the survey data. The category analysis approach
is more straightforward, but will be complicated by the potentially large numbers of dimensions
required to fully address the trip generation characteristics of Mumbai.
Stratification of HBW trips by income is a response to the presence of a very significant ‘informal’
employment sector. If this is not addressed at the trip-end level then the repercussions in the trip-
end distribution and mode split components could be very significant. We expect that 4 to 5 income
levels should be sufficient segmentation. To further this approach we also propose to investigate a
Destination Choice Model to facilitate a better matching of trip generations (e.g. low income HBW)
to trip attractiveness (e.g. zonal number of employees in the formal sector). This is a similar
approach to trip distribution, but uses absolute values of attractiveness rather than attraction trip-
ends. This will be investigated more fully at the appropriate time. We expect that a similar approach
will be required for HBE trips.
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It is anticipated that the data will be suitably robust to enable us to develop trip generation and
attraction rates for each of the sub-regions separately. This would tend to shift preference towards a
multinomial regression approach in which a ‘sub-region’ variable could be included in the
formulation. This will be investigated.
9.6.5 Destination Choice / Trip Distribution Model (DC/TDM)

As discussed earlier the requirement to satisfactorily pair particular categories of workers with the
appropriate workplaces and categories of work is critical in a situation where such a large informal
sector is in operation. To attempt to address this issue we propose to investigate developing a
Destination Choice Model stratified by income (at the home zone end) and number of jobs (by
category e.g. informal / retail / manufacturing / commercial / government etc.) at the attraction
zone end. The approach is similar to trip distribution except that absolute numbers of workers / jobs
are used rather than trip ends. For the purposes of this study we will distribute these trips using
separate gravity models, as Logit formulations have proved ungainly at this level of zoning
disaggregation.
A similar approach will be investigated to allocate HBE trips (up to primary, primary to secondary,
and beyond secondary) to their appropriate institutions.
Traditional gravity models will be developed to distribute HBO, HBS and NHB trips.
9.6.6 Mode Choice Model (MCM)

Household residents can be considered to be either being ‘captive’ riders to a mode (i.e. not having a
choice of alternative modes) or ‘choice’ riders (i.e. where they do have a choice of alternative modes
available).
A ‘captive’ rider can therefore be considered as one that:
o Has no private vehicle available;
o Cannot find a vehicle for hire; and/or
o Cannot afford to pay for IPT (auto rickshaw / taxi)
However, for the purposes of this study we will consider that all passengers will have the choice
between train (MMTS) and bus modes (whether or not they have access to a private vehicle).
Accordingly, one form of market segmentation might be:
No Vehicle Available Vehicle Available

Own Vehicle (car/2-wheeler)
Metro (Future) Metro (Future)
MMTS MMTS
Bus Bus
IPT IPT
NMT NMT
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It is further proposed to designate the primary mode of travel as follows:
Primary Mode Access Mode

MMTS / Metro NMT (Walk + Cycle)
MMTS / Metro IPT
MMTS / Metro Bus
MMTS / Metro IPT + Bus
MMTS / Metro Private vehicle (as driver)
MMTS / Metro Private vehicle (as passenger) – drop off
Bus NMT (Walk)
Bus IPT
Bus Private vehicle (as passenger) – drop off
IPT ‘All the way’ --
NMT ‘All the way’ --
Private vehicle (as driver) --
Private vehicle (as passenger) --
If MMTS / Metro is chosen for any part of the single journey, the MMTS / Metro will be treated as
the PRIMARY mode of travel, and the associated bus, IPT and own vehicle modes as ACCESS modes;
If bus is chosen for any part of the journey (and train is not chosen) then Bus will be treated as the
PRIMARY modes, and IPT and own vehicle modes as ACCESS modes;
If neither bus nor MMTS / Metro are chosen for the journey and auto rickshaw / taxi is chosen then
IPT will be the PRIMARY mode; and
If only own vehicle mode is used for the journey then Own vehicle will be the PRIMARY mode.
It will then be possible to treat the primary mode as the choice mode and subsequently split the
bundle of access modes by separate PRE MODE Logit (or regression / diversion curve models).
The following PRIMARY/ACCESS mode combinations are not uncommon in the Mumbai situation:
A simplified form of the mode choice model might be:
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Train
Bus
No vehicle
available
IPT
NMT
Households
Own Vehicle
Train
Vehicle
Bus
available
IPT
NMT
Figure 9-8: General Form of the Mode Choice Model
We propose a Multinomial Logit Formulation of the form:

Prob(R/(R, B, P)) = e(-UR )
(e(-UR ) + e(-UB ) + e(-UP ))
Where:
Prob (R/(R, B, P)) = probability of choosing rail from rail, bus or private options
R = Rail
B = Bus
P = Private (cars & 2-wheelers)
e(-UR ) = disutility of using rail (similarly for bus and private modes)
= f (access time, transfer time, in-vehicle time, cost, comfort etc.)
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Access modes will also be modelled by means of a similar formulation:
Choose Transit
Choose Rail Choose Bus
NMT IPT Bus Private NMT IPT
Access Modes
Figure 9-9: General Form of the Access Mode Choice Sub-Model
9.6.7 External Trip Model (XTM)

Data collected from the Roadside Interview Surveys (RIS’s), Rail Passenger Surveys (RPS’s) and Bus
Passenger Surveys (BPS’s) at the external cordon will be used to develop trip-rates for all trips
entering and leaving the HMA. Further, the data of regional travel interactions of HMA will be
supplemented through Terminal User Surveys at regional terminals covering bus, rail and air
terminals as well as floating population surveys. Trip distribution will be by one of:
• Gravity model;
• FRATAR; or
• Direct demand model.
Roadside Transit
Interview Passenger
Surveys Surveys
Trip End
Model
Trip
MAIN Highway Transit MAIN
Distribution
MODEL Networks Networks MODEL
Model
Matrix
Manipulation
Goods Private Transit

Vehicle Vehicle Passenger
Matrices Matrices Matrices
GOODS MAIN
MODEL MODEL
Figure 9-10: General Form of the External Trip Model
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The long travel distances associated with external trips renders trip distribution by gravity model
unsuitable. However, we will investigate the use of gravity models for these trips. Trip distribution
will most likely be undertaken by means of FRATAR techniques, but if time and resources permit, we
may also investigate the use of a ‘direct demand model’ to estimate and distribute external trips.
The projections of the regional travel demand will likely be based on the regional econometric
models considering economic growth as the basis of increased regional interactions.
9.6.8 Goods Vehicle Model (GVM)

This model will be developed from data obtained during:
• Roadside Interview Surveys (RIS) at the internal cordons and screen lines;
• RIS’s at external cordons;
• Goods Focal Point Surveys;
• Establishment Surveys / Work Centre Surveys
Interview surveys of goods vehicles at freight terminals throughout the HMA; and
Interview surveys at special generators of goods vehicle traffic in Mumbai (such as ports,
warehouses, markets, export processing zones etc.).
Trip generation/attraction rates will be developed using regression techniques. Trip distribution for
internal/intra-city trips will be by gravity model. Longer distance external/inter-city trip distribution
will be through application of FRATAR techniques or, perhaps, by developing a ‘direct demand
model’ (depending on time and resource constraints). Both the methods, however, will be based on
the assumption of economic activity as the primary basis or regional goods movement. Suitable
econometric relationships shall be developed for estimating the growth and change in regional
goods movement pattern.
The GVM will be developed as a daily, all-purpose, origin-destination, PCU–trip model. Peak-hour
trip matrices will be developed by application of peak-hour factors derived from RIS’s and traffic
volume counts.
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Roadside Special Freight
Interview Generator Terminal
Surveys Surveys Surveys
MAIN Highway Trip End

MODEL Networks Model
Trip
Distribution
Model
Goods
Matrix EXT'NAL
Vehicle
Manipulation MODEL
Matrices
LCV MCV HCV / Artic

Matrices Matrices Matrices
MAIN
MODEL
Figure 9-11: General Form of the Goods Vehicle Model
9.6.9 Matrix Manipulation Sub-Model (MMSM)

The many matrices produced in the modeling process will require manipulation in order to prepare
them for assignment to their respective networks.
• Firstly, production/attraction (P/A) matrices will need to be reformatted into origin/destination
(O/D) matrices;
• Secondly, the matrices to be assigned to the road network (i.e. private vehicle, auto rickshaw,
taxi) will need to be converted from person trips to vehicle/PCU (passenger car units) trip
matrices. This will require application of vehicle occupancy factors to convert from person trip to
vehicle trips, and then PCU-factors will be applied to convert from vehicle trips to PCU trips; and
• Finally, all matrices will be manipulated to produce hourly trip matrices for each of the time
periods to be assigned. This is particularly critical in the case of the road-based assignments as
the road capacities to be modeled, and the volume-delay functions used, are intuitively hourly
based.
9.6.10 Trip Assignment Model (TAM)

It anticipated that the rail (MMTS), bus, IPT, NMT, private vehicle and goods vehicle matrices will be
assigned simultaneously as part of equilibrium Multi-User Class (MUC) assignment. In a MUC
assignment:
1. MMTS / Metro passenger trips will first be assigned to the rail network;
2. Bus passenger trips will then be assigned to the bus network;
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3. Access modes to rail and bus (i.e. NMT and IPT) will initially be assigned as person-trips so as
to facilitate the transfer of person-trips between NMT/IPT and transit modes. Assigned
person-trips on access links used by IPT will be post-processed to factor them to PCU-trip
volumes which will be preloaded to the road network;
4. The remaining IPT trips will be assigned to the road network as PCU-trips, together with the
private vehicle and goods vehicle PCU-trip matrices.
Bus PCU-trips will also be pre-loaded to the road network in order to represent their contribution to
traffic congestion and, consequently, congested road speeds; and
Private vehicle and goods vehicle PCU-trips will then be assigned to the road network.
This assignment is now the fully loaded road assignment. The resulting speeds on the road network
will be fed back into the bus network to ensure that congested road times are incorporated into the
bus transit assignment.
It may be that another series of assignments will need to be made at this stage in order to ensure
that the assigned road and bus speeds are in equilibrium.
Once equilibrium has been achieved at this level, it will be necessary to feed these congested speeds
back into the detailed model at the TEM stage so that the trip generation / attraction, trip
distribution and mode choice phases also incorporate congested speeds within their own processes.
This wider level equilibrium feedback loop will be repeated until the system-wide travel times across
all modes have converged to equilibrium.
It is envisaged that transit assignments will be on the basis of generalized cost (i.e. to incorporate
the effects of fares, waiting times, transfer times, access times etc. in the route-choice decision-
making mechanism). NMT will also be assigned using generalized cost parameters. For private
vehicle and goods vehicle assignment we will investigate whether time or generalized costs-based
assignments produce the more reliable results.
9.6.11 Model Validation

In order to ensure the robustness of the model (and its various components and sub-models) we will
undertake a thorough validation exercise. The model will be run in forecasting mode to synthesize
base year trip-making and travel patterns. The synthesized base year trip matrices will be assigned to
their respective networks and validation will be based on:
1. Statistical comparison of observed and synthesized inter- sectoral (groups of similar zones may
be defined as sectors) movements by mode and purpose;
2. Comparison of observed and synthesized trip length distributions – by mode and purpose;
3. Comparison of observed and synthesized traffic and passenger volumes across screen lines and
cordons by mode and purpose;
4. Comparison of observed and synthesized traffic and passenger volumes at selected validation
count locations; and
5. Comparison of observed and synthesized journey times on selected road and MMTS
routes/corridors.
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The validation process will ensure that the traffic model is able to satisfactorily synthesize base year
trip-making and travel patterns - at both the regional and sub-regional levels. The ability of the
model to satisfactorily ‘back forecast’ will give confidence in its ability to forecast trip-making and
travel patterns into the future.
Appropriate ‘goodness of fit’ and confidence intervals will be provided as an essential part of the
validation exercise.
9.7 Adopted EMME3 Software

EMME, which stands for “equilibre multimodal / multimodal equilibrium”, was first developed in the
late 70's at the Centre for Research on Transportation (CRT) of the University of Montreal. The latest
version of EMME 3.3.0 was released in March 2010. Towards travel demand modeling, the EMME
Matrix Calculators and Matrix Balancing procedures provide a comprehensive framework with which
one can implement virtually any zonal-level travel demand forecasting model, from the classical
four-stage model to multimodal assignment with direct demand functions, as well as aggregate
demand models based on trip chains.
Matrix Calculator, provide a general and productive way to work with demand modelling data like
socioeconomic demographics or zonal data, alongside any other input, output, or intermediate
matrix data involved in a transport model. EMME provides a comprehensive and flexible set of tools
for matrix manipulations. Basically “Trip Production/Generation” stage of a classical four-stage
model is dealt using Matrix Calculator.
Matrix Balancing: Two/ three-dimensional EMME Matrix Balancing procedures provide the building
blocks for implementing various spatial interactions or trip distribution models; because EMME
provides these underlying tools in addition to integrated procedures, users are free to customize or
create local variations on the theme.
Trip/Traffic Assignment: Assignment algorithms available in EMME are Standard Traffic Assignment,
Parallel Standard Traffic Assignment and Path based Traffic Assignment for EMME Traffic Assignment
& Standard Transit Assignment, Timetable Assignment and Disaggregate Transit Assignment for
EMME Transit Assignment.
The major advantage of EMME is its incorporation of multimodal equilibrium. In all applications,
both private and public transport related characteristics can be modeled simultaneously, which
closely approximates real-world conditions (i.e. private and public modes competing in an urban
environment). This property not only offers the ability to assess the impact of public transport
services on road networks, but also aids in the identification of more efficient routes for public
transport services. EMME provides a platform in which users can input most of their own model
parameters and calculation procedures. While this is not suitable for performing a less
comprehensive modeling task for a small community network, it comes as a very important flexible
parameter for more comprehensive network such as that of Hyderabad Metropolitan Area.
The main output of EMME is the overall network equilibrium assignment and the presentation of
comprehensive results (most in a graphical and interactive way). This output can be used in traffic
simulation models for the establishment of signal setting and evaluation of network performance.
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Applications of outputs include performance estimates of Bus lanes and truck traffic, location
analysis of existing and future public transport and roadway facilities, and computation of least-cost
paths according to any desired cost function.
ArcGIS plug-in for EMME provides native access to geo-referenced maps and GIS data. ArcGIS map
layers appear alongside native EMME map layers, and provide a rich visual context to supplement
visualization, network editing, analysis, and report generation. EMME also provides built-in utilities
for shape file import and export. Import base network data directly from a route system
representation in a polyline shape file or from node/link shape files, and copy DBF attributes to
EMME native attributes. The Shape file to EMME Conversion tool retains the network's topology,
efficiently computes line crossings, and splits polyline shapes as needed. Shape file export utilities
create shape file representations of any planning scenario in the EMME Database, including nodes,
links and new link shape, transit lines and transit segments, so that it is possible to display and
analyze EMME results in GIS packages, or in other software that can read shape files.
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10. LONG TERM TRANSPORT STRATEGY
10.1 Focus
The TOR describes in some detail the desired components of the CTS. The strategies must reflect the
agreed statements of the vision for the HMA and the specific goals, objectives, policies and
performance measures agreed with the TAC at the beginning of the study. However these should not
be considered as being cast in stone. If it is found that some revisiting and refinements are necessary
during the course of the study suggestions will be brought back to the TAC for their guidance and
confirmation, in order that the final CTS recommendations and the agreed set of goals, objectives
and policies are in harmony. During the course of the Mumbai CTS, it was found necessary to obtain
confirmation of key, interim strategic policies, that were not apparent at the study commencement,
but would significantly influence the conduct of the study and the formulation of final strategies and
project implementation recommendations
i. The strategies must be visionary as well as practical and be policy driven. The HMA is a complex
and evolving urban area in a country undergoing profound economic and social change. The
strategies and related plans may have to embody transportation solutions, priorities and
investments which cater to more than one potential long term future. Based on our discussion
with stakeholders it is recognized that shorter term strategies should be tightly defined but
should be more flexible in relation to the longer term. We should not hesitate to acknowledge
that there are limitations on our ability to predict the many values and activities that shape our
cities and set our priorities.
ii. The strategies must ensure the maintenance of the existing transportation services in a state of
good repair and promote positive change to overcome critical capacity deficiencies to support
economic growth and urban expansion.
iii. The strategies must be economically viable but from a broad perspective. The benefits of good
transportation extend far beyond traditional indicators such as reduced travel time and cost.
Among other factors, good transportation can promote increased job opportunities and reduced
housing costs by increasing accessibility to greater variety of housing and employment choices.
iv. The plan must be supportive of a “healthy HMA” but must recognize the increasing public
demands for greater mobility and freedom of choice of travel mode. Any consideration of
constraining private transport mobility carries the obligation of providing a reasonably
comparable alternative public transport mode.
v. The strategies should ensure that high quality transport consisting of urban freeways and
different types of transit systems, that predominately serves middle/ higher income segments of
the community, should be user funded and implemented at no or little financial or social risk to
the public at large particularly the poor.
vi. Strategies and plans must improve public safety which may require constraints on the freedom
of movement or greater user protection, discipline and enforcement.
vii. Immediate attention and allocation resources needed should be given to pedestrian travel and
safety. It is the largest and most sustainable form of urban travel but suffers from severe
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degradation and neglect. It has been given very low priority from a level of service and safety
standpoint.
viii. Investments should be programmed to secure improvements to the ‘public realm’ compatible
with qualities that we expect in our private spaces.
ix. The strategies should perhaps promote the premise that transportation infrastructure capital
needs to meet growth demands, should be substantially paid for by growth, i.e. possibly
Development Charges
x. The strategies should promote the mobilization of financial resources from a wide spectrum of
other urban activities that benefit from an improved or well-maintained transport infrastructure.
xi. The strategies and implementation plans must be a HDA driven solution. However lessons
learned from other major competing cities can provide an insight and guidance on what can be
accomplished or what is needed to sustain an environmentally, economically and socially
successful city in a global context.
10.2 Components and Approach

In summary, major components of the long term strategies will include the following:
a) The definition of conceptual transport network plans and processes to accommodate future
travel needs, demands and expectations tied to policies goals and objectives;
b) A transparent and rationalized process to set implementation priorities;
c) Demonstrated integration of land use development and transport planning and transit
supportive development practices;
d) Traffic and travel demand management practices;
e) Operational measures and user charge policies;,
f) Innovative methods of financing and resource management and application of best technologies
to meet travel needs;
g) Institutional changes required to effectively and efficiently implement and manage projects and
transportation systems, including who should be responsible for what;
h) Setting minimum performance standards measured against stated delivery standards and
responsibilities for under-achievement.
i) The transport system of future in HMA has to be a well knitted MRTS, BRTS, Public Transport
Buses and hierarchical system of road network.
j) A comprehensible policy of encouraging pedestrianization and NMT movements in
neighborhood.
There is a complex governance situation in the HMA which has a history a complicating relevance
and perhaps a lack of comprehension to the travelling public who criss-cross jurisdictional
boundaries numerous times a day. One of the jurisdictional issues that will inevitably be put on the
“approach table” is should there be a single agency who is responsible for regional scale, regional
connectivity service. This dilemma is being faced in most large urban conurbations, not only in India
but across the world.
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11. RESOURCE MOBILIZATION
11.1 Focus and Need

Urban Transport is undoubtedly the most important urban infrastructure service. It provides
mobility to factors of production and helps enlarge the market. The High Powered Expert Committee
for Estimating the Investment Requirements for Urban Infrastructure Services in its report13 has
estimated the per capita investment cost for urban infrastructure services as given in Table 11-1.
Table 11-1: Per Capita Investment Cost by Sector
Rs. at 2009-10 prices
Sector Average Per cent
Water Supply 5,099 11.75
Sewerage 4,704 10.84
Solid waste management 391 0.90
Storm Water Drains 3,526 8.13
Urban Roads 22,974 52.95
Urban Transport 5,380 12.40
Traffic Support Infrastructure 945 2.18
Street Lighting 366 0.84
Total Urban Transport 29,665 68.38
Total 43,385 100.00
Source: Table 3.2 of “Report on Indian Urban Infrastructure and Services”
Urban transport on an average accounts for nearly 68% of the urban infrastructure investments. In
metropolitan areas where elevated or underground rail based transit systems are required this may
further increase. The existing system of mobilizing financial resources is obviously inadequate
particularly so in case of urban transport.
11.2 Potential Sources

Traditionally property tax has been the basic source of funds for infrastructure investments. Since
property values positively respond to infrastructure improvements, property tax revenues are
theoretically expected to increase with investments in infrastructure. This should in theory help raise
resources in the capital market through municipal bonds. However in practice it has been difficult to
ensure buoyancy of property tax. Municipal bonds as a source of capital have also been successful
on a modest scale in India. It would therefore be necessary to explore various sources of mobilizing
resources for investment in transport infrastructure and delivery of services.
13 “Report on Indian Urban Infrastructure and Services” High Powered Expert Committee, New Delhi, March 2011
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Following Table 11-2 summarizes the sources of funds used by various metropolitan transport
agencies across the world.
Table 11-2: Potential Sources of Funds for Urban Transport Infrastructure
Sl. No. City Organization Sources of Funds (Other than PT Fares)
1 Paris Syndicat des Transports Dedicated employer tax; local, region, Department
d’lle-de-France (STIF) general revenue
2 London Transport for London (TFL) Congestion charges, central & local Govt. general
revenue
3 New York Metropolitan Federal, State and local Govt. general revenue;
Transportation Authority dedicated taxes on petroleum businesses, mortgages
(MTA) and real estate; bridge/tunnel tolls
4 Vancouver TransLink Dedicated gasoline, property, power, parking taxes
5 Madrid Consorcio Regional National, Regional and local Govt. subsidies (not
Transporte (CRTM) dedicated)
6 Singapore Land Transport Authority National (local) Govt. general revenue, much of which
(LTA) is derived from auto registration, gas taxes, parking,
congestion fees
Source: Sam Zimmerman “Institutions for Urban Transport” the World Bank
From the above, sources of funds could be broadly divided into four categories viz.
• Intergovernmental transfers
• Local revenues
• Private investment
• Borrowings
These are considered in some further details in following paragraphs.
11.2.1 Intergovernmental Transfers

Transfers form senior governments to local governments are a major source of funds in most cases
for capital-intensive transport infrastructure. Till recently this was not a major source in India. But
with the institution of JNNURM in 2005 this has become a significant source. The VGF (Viability Gap
Fund) for privately funded projects is also now available.
11.2.2 Local Revenues

Local revenues could be broadly divided into taxes and fees. The menu is very wide and there is
different rationale for each of the instruments.
Source Base
Taxes
Land based taxes
Property Tax Capital value or annual rateable value
Development Charge One time, area or market value at the time of development
Betterment Charge or Land Value
Increase in land value attributable to infrastructure investment
Increment Tax (LVIT)
Charge for additional FSI FSI in excess of base FSI
Employment or Pay Roll Tax Pay roll
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Source Base
Fees
Transport Use Fees
Fare box revenues Trip undertaken by public transport
Road user charges Some measure of road usage, weighted for congestion
Tolls Use of road or bridge
Parking fees Time, location and duration of parking
Fuel cess Surrogate of road usage
Vehicle tax One time or annual
Development Impact Fee Impact of proposed development on off-site infrastructure
Transport Cess Sale of fuel in urban area
Use of Public Land Unlocking the value of public land
11.2.3 Private Investments

Where user fees are set in a manner that can represent competitive return on investments, it should
be possible to attract private investment in urban transport infrastructure. However, in most cases
compulsory acquisition and consequent resettlement and rehabilitation of project-affected persons
require use of certain sovereign powers. A more practical approach therefore is to have Public
Private Partnership or PPP. Government of India too supports such initiatives through VGF.
11.2.4 Borrowings
Since infrastructure investments are lumpy and with longer gestation period they are difficult to be
financed through accumulated savings of operating agencies. Borrowing therefore becomes
necessary and also helps in transferring of part of the cost to next generation who are also going to
be the beneficiaries of the investments. Borrowings could be from financial institutions or by directly
accessing capital markets through bonds. External aid is also a potential source. Borrowings for
projects in PPP mode are also necessary. Specialized agencies like India Infrastructure Finance
Company Limited (IIFCL) have been set up for financing infrastructure.
11.3 Approach and Next Steps

The physical proposals of CTS will be translated into a medium term and long term investment
programme. A suitable financing plan to achieve the investment programme will be worked out by
taking into account existing and innovative sources of funding.
11-3
12. INSTITUTIONAL DEVELOPMENT
12.1 Background
Urban Transport sector is characterized by multiplicity of organizations mainly on account of the
evolutionary nature of the sector. Initially municipalities were responsible for constructing and
maintaining streets and providing streetlights. As the traffic grew, police had to be brought in to
control traffic and enforce rules. Railways that were essentially for long distance freight and
passenger movements began to provide suburban services in metropolitan cities. Hyderabad is not
an exception. Following agencies could be identified as the ones engaged in transport sector in
Hyderabad Metropolitan Area (HMA).
• Greater Hyderabad Municipal Corporation (GHMC)
• Hyderabad Metropolitan Development Authority (HMDA)
• Hyderabad Metro Rail Ltd. (HMRL)
• Andhra Pradesh State Road Transport Corporation (APSRTC)
• Indian Railways for MMTS/ Suburban rail system
• Secunderabad Cantonment Board
• Hyderabad Airport Development Authority (HADA)
• Roads and Buildings Department, GoAP
• National Highways Authority of India (NHAI)
• Various Grampanchayats.
• District Administration
• Traffic Police
In such a context integrated development of transport infrastructure (with due recognition of
transport land use interdependence) and integrated delivery of services becomes an institutional
challenge.
12.2 Unified Metropolitan Transport Authority (UMTA)

The National Urban Transport Policy (NUTP), 2005 recognised need for unified urban transport
authorities for metropolitan areas. One of the key objectives of NUTP is “Establishing institutional
mechanisms for enhanced coordination in the planning and management of transport systems.” In
the light of this objective the NUTP further observes, “The current structure of governance for the
transport sector is not equipped to deal with the problems of urban transport. These structures were
put in place well before the problems of urban transport began to surface in India and hence do not
provide for the right co-ordination mechanisms to deal with urban transport. The Central
Government will, therefore, recommend the setting up of Unified Metropolitan Transport Authorities
(UMTA’s) in all million plus cities, to facilitate more co-ordinated planning and implementation of
urban transport programs and projects and an integrated management of urban transport systems.
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MAIN REPORT
Inception Report
Such Metropolitan Transport Authorities would need statutory backing in order to be meaningful”.
JNNURM also supported setting up of UMTA as a significant reform.
12.2.1 Hyderabad UMTA

Considering the above, Andhra Pradesh Government amended the HMDA Act in 2008 and
constituted a 13 member UMTA in September 2008. The functions and powers of the UMTA are as
described below;
(i) to oversee implementation of various traffic and transportation measures undertaken by
various agencies in the Hyderabad Metropolitan region;
(ii) to ensure effective public transport systems are in place for the Hyderabad Metropolitan
region;
(iii) to ensure effective coordination and implementation of the various traffic and
transportation measures undertaken by various departments:
(iv) to promote and monitor key / major traffic and transportation projects:
(v) to deliberate and recommend effective transportation strategies for Hyderabad
Metropolitan region;
(vi) to integrate and consolidate all the Action plats of various Departments and agencies and
ensure implementation of the traffic and transportation Plans for the Hyderabad
Metropolitan region;
(vii) to give directions to different agencies involved in the implementation of traffic and
transportation policies and measures, including shifting of utilities and services / amenities;
(viii) processing of funds for implementation of proposals:
(ix) integrating various routes of public transport and issues of combined ticketing, feeder
services, etc.
(x) approval of all traffic and transportation proposals / projects from any agency in the
metropolitan region and all new initiatives;
(xi) to direct the appropriation/subvention of funds from various Departments and agencies of
the State Government for ensuring implementation of the traffic and transportation plans
and measures in the Hyderabad metropolitan region;
Setting up a Committee and defining the functions and powers is the first step. For achieving the
objectives of UMTA adequate human resources and management practices will have to be
developed. Since coordination is at the core of UMTA activities, effective procedures for information
sharing and protocols for decision-making will have to be decided. These will be attempted in the
next phases of the assignment.
12.2.2 International Experience

Many metropolitan areas worldwide have attempted institutional solutions to the problems of
integrated metropolitan transport. The scope of functions of these agencies varies widely. These are
briefly described below.
12-2
MAIN REPORT
Inception Report
The functions of metropolitan transport authorities could be conceptualized as follows:
1. Strategic Planning
2. Investment, management, operations, policy planning
3. System/corridor planning
4. Financial planning
5. Long and short-term priority setting, decision making for investment, operating subsidies
6. Infrastructure project implementation
7. Service, operations regulation enforcement
8. Strategic service, operations managing
9. PT Service planning
10. Daily PT operation, management
How many of the above functions are performed by the metropolitan transport authorities are given
in matrix below.
Land Transport Authority

Transportation Authority
Syndicat des Transports
Transport for London

d’lle-de-France (STIF)
Consorcio Regional
Transporte (CRTM)
Metropolitan
TransLink
(MTA)
(LTA)
(TFL)
Authority/ City
Si.
Functions Paris London New York Vancouver Madrid Singapore
No.
1 Strategic Planning √ √ √ √ √ √
Investment, management,
2 √ √ √ √ √ √
operations, policy planning
3 System/corridor planning √ √ √ √ √ √
4 Financial planning √ √ √ √ √ √
Long and short-term priority
setting, decision making for
5 √ √ √ √ √ √
investment, operating
subsidies
Infrastructure project
6 √ √ √ √ √
implementation
Service, operations regulation
7 √ √ √ √ √ √
enforcement
Strategic service, operations
8 √ √ √ √ √ √
managing
9 PT Service planning √ √
Daily PT operation,
10 √
management
12-3
MAIN REPORT
Inception Report
Metropolitan Transport Authority (MTA) of New York is the only agency that performs all the 10
functions. Agencies in Paris, London and Vancouver do not perform the functions related to PT
service planning and daily PT operation and management.
In the context of the long term and medium term transport plans the functions of the Hyderabad
UMTA will be reviewed and suggestion will be given as appropriate.
12.3 Institutional Development

In current Indian situation there is a tendency to assume that setting up committees is a way of
overcoming institutional vacuum. However that can at best be the initial step and should be
followed by creating organisation structure which is manned by competent personnel and aided by
necessary legal and fiscal strengths. Furthermore where the organisation is required to coordinate
the activities of loosely interlinked autonomous agencies flow of information; consensus building
and management practices acquire crucial importance in effective governance. In the next phases of
the assignment these aspects will be explored further in the context of the proposed medium and
long term transport plan including human resource development and training.
12-4
13. MEDIUM AND SHORT TERM INVESTMENT PROGRAM
13.1 Introduction
Developing a program, which would enable implementation, is an important part of CTS. Due to the
limited resources with the implementing agency, it is required to identify projects which are of
relatively of greater importance than the others from the perspective of the society. Thereafter,
based on the resources available with the implementing agency, the phasing of implementation, and
hence the investment program, will be undertaken. This chapter highlights the steps which will be
followed for undertaking the activity.
13.2 Prioritization Parameters

In order to undertake prioritisation of projects, from the perspective of the societal needs, a number
of parameters will be developed. They will be more related to the demand, cost, societal benefits,
environmental and social aspects. The importance of each of the stated parameters is given below:
(i) Demand: Demand is one of the most important indicators, which specifies the need for a
certain facility in the first place, and also establishes the capacity of the same. Higher the
demand, more is the need for any given facility.
(ii) Cost: Providing an infrastructure project, always calls for investment. Since the fund availability
with any implementing agency is limited, there is a need to undertake a cost assessment of the
projects. The lower investment projects, in case of limited fund availability with the
implementing agency, is taken up on priority, whereas the ones which require relatively bigger
investments, have to wait for sufficient funds.
(iii) Benefits: The projects which go for implementation, are bound to result in some benefits to the
users. Higher the benefit to the society, earlier the project warrants implementation. However,
when this parameter is seen along with the cost, it weighs the cost-benefit of each of the
project against other, which gets reflected in the prioritisation.
(iv) Environmental and Social Indicators: Project implementation has environmental and social
impacts. Higher the impacts which require more time for its mitigation, more is the time
required before the project can be taken up for implementation. Hence such projects have to
be pushed forward for implementation, even if they fall on the top of priority list, from the
perspective of demand, benefits and cost.
The above stated parameters will be assigned weights, based on the importance each parameter
holds, leading to overall prioritisation of the projects.
13-1
MAIN REPORT
Inception Report
13.3 Evolving Investment Program
Project implementation and investment program is expected to provide a guideline for the
implementing agency, and hence should be such that its implementation leads to maximisation of
the benefit to the society. For evolving the same, the projects, as prioritised, will be considered for
preparation of the investment program. The steps which will be followed are described below:
(i) Prioritised list of projects will be used for arriving at the formation of the corridors, since the
projects, as defined above, may be only a part of the full corridor;
(ii) The projects, leading to corridor formation, will be bunched together, while still maintaining
the priority;
(iii) From the financial analysis, the likely funding option, by each project will be identified;
(iv) Years required for implementation will be established by each project. This will result in
investment phasing by each project;
(v) The projects, as identified for short, medium and long term, shall be phased out over 30
years;
(vi) Based on the assessed likely source of funding, estimate the requirement of funds annually,
by the various sources - lending agencies in the form of loan, private sector or the
implementing agency – across all the projects;
(vii) Match with the institutional capacity in terms of annual availability of funds with the
government, the manpower available to undertake such works along with the expertise and
knowledge with the implementing agency;
(viii) Based on the above stated constraints, the project implementation will be phased out
further, ensuring a realistic project implementation and investment program, and at the
same time ensuring maximum benefits to the society.
An example of Medium and Short-Term investment plan from one of our previous experiences in
similar assignment is shown in Table 13-1 for illustration.
13-2
MAIN REPORT
Inception Report
Table 13-1: A Typical Investment Plan (for illustration)
Investment Program with no Constraints (All investments in Mill Rs)
Likely
Likely
PPP
PPP Govt % Govt
Project Length Cost (Rs. Cum. Cost Candid
Project Name Candid SPV3 Funds/ Commit 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 - - 2032
No. (Kms.) Mill) (Rs. Mill) ate
ate with Annuity4 ment
without
Grant 2
Grant1
METRO SYSTEM
M7 XX 15.9 21942 21942 √ 0 4388 4388 4388
M5 XX 12.4 17112 39054 √ 0 3422 3422 3422
M11 XX 19.4 26800 65854 √ 0 5360 5360 5360 5360
-
M12 XX 27.2 31824 141078 √ 0 6365 6365 6365 6365 6365
M4 XX 7.5 10350 151428 √ 40 3105 3105 4140
-
M10 XX 29.9 56175 311091 √ 40 11235 11235 11235 11235 11235
M6 XX 17.2 51280 362371 √ 40 10256 10256 10256 10256 10256
-
M18 XX 18.8 35248 516938 √ 0 7050 7050 7050 7050 7050
M16 XX 13.2 34470 551408 √ 40 10341
M23 15.9 50241 601649 √ 0
Total From private Sector 28216 28216 49238 41427 42842 25313 36873 17713 27522 21368 21368 9808 16013 0
Total Grant from Government 0 0 14015 14015 18531 16875 24582 11809 13648 9545 9545 1839 5975 0
M17 XX 24.1 51690 51690 √ 40 10338 10338 10338
-
M20 XX 30.5 40280 108140 √ 100 8056 8056 8056 8056
-
M21 XX 13.8 21190 149970 √ 40
M22 XX 9.9 14408 164378 √ 100
SPV _govt (50% of total) 5169 5169 5169 0 0 0 0 0 0 0 0 0 1799 0
SPV other than government (50% of total) 5169 5169 5169 0 0 0 0 0 0 0 0 0 1799 0
Government Funding 0 0 0 0 0 0 0 0 4851 12907 14524 10651 10651 0
Total commitment + Grant 5169 5169 19184 14015 18531 16875 24582 11809 18499 22452 24069 12490 18425 0
78% private 22% govt (Same as Metro
Rolling stock for Metro Corridors 156760 156760 Corridors) 7125 7125 7125 7125 7125 7125 7125 7125 7125 7125 7125 7125 7125 7125
TOTAL INVESTMENT IN METRO SYSTEM
922787 45679 45679 80717 62568 68499 49314 68580 36647 53146 50946 52563 29424 43362 7125
- TOTAL PRIVATE
SECTOR
INVESTMENT 573889 33773 33773 54796 46985 48400 30871 42431 23271 33079 26926 26926 15366 21571 5558
- INVESTMENT
ON SPV
PROJECTS
OTHER THAN
GOVERNMENT
SECTOR 42435 5169 5169 5169 0 0 0 0 0 0 0 0 0 1799 0
- TOTAL GOVERNMENT INVESTMENT
306463 6737 6737 20752 15583 20099 18443 26149 13376 20066 24020 25637 14058 19993 1568
SUB-URBAN RAIL SYSTEM
SR7 XX 13.9 8340 8340 √ 0 3336
SR1 XX 40.1 24060 32400 √ 0 4812 4812 4812
SR5 XX 26.9 16140 48540 √ 0 4842 6456
-
SR8 XX 5.4 3240 98100 √ 40 972 972 1296
SR2 XX 60.9 36546 134646 √ 40 7309 7309 7309 7309 7309
SR10 XX 12.5 7500 142146 √ 0 2250 2250 3000
S3 XX 10.6 6360 148506 √ 40
Rolling stock for new sub-urban lines/ operations
33330 100% Private Sector as for Rail lines 1515 1515 1515 1515 1515 1515 1515 1515 1515 1515 1515 1515 1515 1515
TOTAL INVESTMENT IN SUB-URBAN RAIL
181836
SYSTEM 19311 29253 16389 14931 8824 8824 11074 11074 11824 1515 1515 1515 1515 1515
- TOTAL PRIVATE SECTOR INVESTMENT
151258 19311 25228 12364 9565 5901 5901 8151 8151 8901 1515 1515 1515 1515 1515
30578 0 4025 4025 5366 2924 2924 2924 2924 2924 0 0 0 0 0
FREEWAY SYSTEM
H6 XX 34.0 7340 7340 √ 0 1835 1835 1835
H5 XX 22.0 4750 12090 √ 0 1188 1188 1188
-
H15 XX 26.0 5620 23130 √ 0 1405 1405 1405 1405
H12 XX 14.0 3030 26160 √ 40 909 909 1212
H14 XX 33.8 7300 33460 √ 0 1825 1825 1825 1825
H8 XX 35.5 7670 41130 √ 0 1918 1918 1918 1918
H23 XX 8.9 8010 49140 √ 0 2403 2403 3204
H16 XX 14.9 3220 52360 √ 40 966 966 1288
H10 XX 26.0 5610 57970 √ 0 1403 1403 1403 1403
H7 XX 18.6 4020 61990 √ 0 1206 1206 1608
-
H4 XX 18.1 21690 109090 √ 0 6507
H20 XX 26.0 62350 62350 √ 40 15588 15588 15588 15588
H21 XX 38.0 91200 153550 √ 40 22800 22800 22800 22800
H24 XX 21.2 4579 158129 √ 40 1145 1145
SPV _govt (50% of total) 0 0 0 0 0 7794 7794 19194 19194 11400 11400 572 572 0
SPV other than government (50% of total) 0 0 0 0 0 7794 7794 19194 19194 11400 11400 572 572 0
Government Funding 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Total commitment + Grant 0 233 596 674 485 7794 7794 19194 19580 11786 11915 1533 1533 0
TOTAL INVESTMENT IN FREEWAY SYSTEM
267219 5472 6054 11053 6833 7358 21733 18792 38388 39354 25169 26697 10106 17015 0
- TOTAL PRIVATE
SECTOR
INVESTMENT 101970 5472 5821 10457 6159 6873 6146 3204 0 580 1982 3381 8000 14909 0
- INVESTMENT
ON SPV
PROJECTS
OTHER THAN
GOVERNMENT
SECTOR 79065 0 0 0 0 0 7794 7794 19194 19194 11400 11400 572 572 0
86185 0 233 596 674 485 7794 7794 19194 19580 11786 11915 1533 1533 0
OTHER COMPONENTS
Sub-urban rail improvements 132350 100% Govt Investment 6016 6016 6016 6016 6016 6016 6016 6016 6016 6016 6016 6016 6016 6016
Arterial Corridors: Upgradation 781.4 101010 100% Govt Investment 6734 6734 6734 6734 6734 6734 6734 8081
Arterial Corridors: New Links 419 60340 100% Govt Investment 4023 4023 4023 4023 4023 4023 4023 4827
Road Safety & Traffic 65450 100% Govt Investment 2975 2975 2975 2975 2975 2975 2975 2975 2975 2975 2975 2975 2975 2975
Bus System: Bus fleet & 50% each -Private and Govt sector
Depots for EBL operations 24500 investment 3063 3063 1531 1531 1531 1531 1225
Bus System: Bus fleet for 18300 100% Govt Investment 832 832 832 832 832 832 832 832 832 832 832 832 832 832
Passenger Water Transport 50% each -Private and Govt sector
(PWT) 4800 investment 686 686 686 686 686
Terminals (Truck, Bus, Inter- 50% each -Private and Govt sector
city rail) 30400 investment 1737 1737 1737 1737 1737 3040 3040 3040 3040
TOTAL INVESTMENT IN 437150 26065 26065 23002 23002 12246 9823 11354 25151 25151 25151 9823 9823 9823 26996
- TOTAL PRIVATE SECTOR INVESTMENT
29850 2743 2743 1211 1211 1211 0 766 2286 2286 2286 0 0 0 2133
407300 23322 23322 21791 21791 11034 9823 10588 22865 22865 22865 9823 9823 9823 24863
TOTAL TRANSPORT PLAN FINANCING
TOTAL INVESTMENT
96526 107050 131161 107334 96926 89694 109800 111260 129474 102780 90597 50867 71714 35636
TRANSPORT SYSTEM 1808992
GRAND TOTAL PRIVATE 856966 61299 67565 78828 63920 62384 42917 54551 33707 44845 32708 31822 24881 37995 9205
SECTOR
SPV PROJECT FUNDING
OTHER THAN GOVERNMENT 5169 5169 5169 0 0 7794 7794 19194 19194 11400 11400 572 2371 0
(50% OF SPV INVESTMENT) 121500
GRAND TOTAL GOVERNMENT
30059 34316 47164 43414 34542 38983 47455 58359 65435 58672 47375 25414 31349 26431
FUNDING
830526
- COUNTERPART FUNDING
9018 10295 14149 13024 10363 11695 14237 17508 19631 17601 14213 7624 9405 7929
REQUIRED (30% OF TOTAL) 249158
- LOAN FROM FUNDING 581368 21041 24021 33015 30390 24179 27288 33219 40851 45805 41070 33163 17790 21944 18502
AGENCIES (70% OF TOTAL)
1-100% investment from Private Sector
2- 40% of grant from Government and 60% investment from Private Sector
3 - 50% investment from Government and 50% from other sources than Government
4 - 100% from Government Funds
13-3
14. SKILL AND KNOWLEDGE TRANSFER
14.1 Focus
Transportation Plan development and implementation for a city like Hyderabad and its surrounding
areas falling in the Hyderabad Metropolitan Area is a very specialised and mammoth task. This is to
be performed by a multi-disciplinary teams with expertise in urban and regional Planning, Social
Sciences, Transportation Planning, Transport Systems Design and Development, Transport Systems
Operations, Traffic Systems Management, legal Aspects etc.,.
In many of the developed countries the transport systems in large cities are planned, developed and
operated in a very co-ordinated way for meeting the aspirations of the people. Invariably the city
transport system is ought to be people centric and not vehicle centric. In the sense the transport
systems will have to be so planned, designed, developed and operated to provide transportation at
the least cost, improve accessibility to all sections of the people, and cause minimal damage to the
living environment. At present in India the urban transport systems are mostly planned and
implemented in haphazard manner and operated in competition with each other resulting in
avoidable diseconomies and detrimental environmental conditions. Imparting training and getting
geared to this major challenge potentially needs major institutional and capacity building efforts and
reforms.
Chapter 12 of this Inception Report titled as “Institutional Development” has mentioned the list of
institutions / agencies involved in urban transport development, maintenance of infrastructure and
management. It has also deliberated on the need of having clear organization structure and skills to
perform the functions envisaged for each of the agencies. While need of strengthening and re-
organization of institutional set up to be able to handle urban transport related functions shall be an
outcome of the ongoing study, importance of skill enhancement of select officers can not be
overemphasized.
Towards this, several efforts and decisions are needed. It should be an ongoing effort. Some part of
this effort in this direction is envisaged as part of the CTS for HMA.
14.2 Levels of Training and Elements

Provision made as a part of the ongoing Comprehensive Transportation Studies (CTS) of HMA for
undertaking training for various levels of officers are as under:
Level-1: Overseas Training: Explorative Training of Transport Systems
It is suggested that 6 senior decision makers drawn from government may visit two countries to
study and explore the potentials of system adaptability to the HMA context. The program is
envisaged to be of one week duration. The countries suggested for officers to visit include - Toronto
(in Canada), San Francisco (in USA). We believe the explorative study would give opportunity to
officers to appreciate wide spectrum cities problems, situations, transformations, and systems in
operation in varying conditions and situational contexts, and their contextual relevance to HMA. We
14-1
MAIN REPORT
Inception Report
propose to take up this level of training as early as possible so that the senior functionaries, dealing
with the transport systems planning and development at high levels of decision making in HMA are
exposed upfront to appreciate some of the good practices followed in setting up the
organisations/institutions for accomplishing efficient, equitable, and environment friendly urban
transport systems in cities similar to the size of HMA.
Level –2: Overseas Training: Hands on Training on Transport Modelling and Allied Aspects
The purpose of this level of training is to ensure the transfer of knowledge and sustainability of
modelling method proposed. It is proposed for select 10 officers for two weeks in the original
software developer’s country so as to have hands on experience & interaction with software
developers. In this assignment, as EMME/3 is proposed to be used as UTP Modelling software,
Montreal (in Canada) will be the place to visit for training. Officers will be trained on EMME/3
model-concepts, procedures, network coding, calibration and validation of Model. This will be done
at INRO’s (developers of EMME/3) headquarters at Montreal, Canada. Further, the officers will
attend Lectures at LEA’s office in Toronto on application of EMME/3 model for Greater Toronto area.
Experts will conduct this program. In addition, these officers shall be participating with Consultants
team at Hyderabad, to work together, as team, as per the progress of modelling works.
Level-3: Basic concept of Transport Planning/ Modelling/ Project Financing & Engineering
The training is designed for engineers and planners entrusted with planning of transport projects in
GHMC, APSRTC, HMDA, HMRL, Traffic Police and other agencies and who are required to understand
quantitative methods of urban transport planning and demand modelling concepts. It is for about
10-15 officers. Duration could be decided as we progress further in the assignment and have more
interaction with client.
At the end of program the participants are expected to possess the basic understanding of the
transport planning and travel demand modelling concepts. This is expected to enable them in
appreciating models being developed for the HMA, its application to their respective areas, as part
of this study. The courses that will be taught are given under:
• Basic concepts of Transport Planning/Traffic Engineers
• Travel Demand Modelling/usage of UTP Model
• Data Management
• Project Evaluation/Prioritization
• Project Financing
• Investment Programming
• Transport Management and Implementation
• Social and Environmental Dimension in Transportation
• Any other aspects felt appropriate by the client.
Level-4: On-the-Job Training
At this level, we expect HMDA to deploy 3-4 junior level professionals qualified in traffic and
transportation in project office as counter-part staff to work with the project team. This we feel is
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MAIN REPORT
Inception Report
the only effective way to ensure complete knowledge transfer to a level who would be responsible
to handle the work beyond the tenure of the ongoing project.
14.3 Incumbents
List of incumbents shall be finalized by reviewing “Institutional Arrangement of Transport” in HMA.
This task aims at review of the existing systems and frameworks that would necessarily include a
capability assessment survey of the implementing agencies for short, intermediate and long term
urban transport development.
At the end, we would be able to suggest/advise on the list of officers to be considered for training at
various levels and seek consent of client.
14.4 Training Co-ordination

The Team Leader with help from other specialists will oversee and direct the training plan and
programme during the course of the study.
Nominated training coordinator for overseas training (International Transport Specialist) will lead
the overseas training with help from other specialists as appropriate. Team Leader will lead the
domestic training (in Hyderabad) with help from Training Coordinator/ domain specialists. The main
responsibilities of the Team Leader and/Other Specialists as “Trainer” would be:
1 Confirm the training objectives
2 Review the needs and resource assessments
3 Decide on the types of appropriate training i.e., formal lectures, etc.
4 Discuss and obtain approval of the next training programme from HMDA in advance.
5 Arrange/prepare adequate training material for the participants
6 Monitor effectiveness
7 Submit a brief training report to HMDA.
14-3
15. STUDY PROGRESS AND MONITORING THE OUTCOMES
15.1 Study Progress

Study is important, challenging and complex. The study is to be executed by a multi-disciplinary
team over a period of two years. To accomplish this study, the process has been broken down in
eight activities, 62 tasks and various sub-tasks. While, there will be parallel execution of various
activities/ tasks, many tasks and their respective outputs will be precursor to the subsequent tasks
and to be performed by different professionals with different specialties. Inputs of most of the
professionals are intermittent and hence staggered as per the need of ongoing activities/ tasks.
In this regard, success of a study of this magnitude depends upon a thorough monitoring of various
activities and their inter-relationships. Therefore it is very important and we will monitor the study
progress and update the client as regards progress of each task to the best possible extent in
quantitative terms.
15.2 Consultant’s Project Management Framework

In addition to 15 key professionals, four advisors, there are a number of sub-professionals
nominated for working on this assignment. Hence, a great level of co-ordination and project
management is involved to ensure timely and quality output. This calls for additional responsibilities
to be taken care at corporate level and at ground level. The persons should necessarily be part of the
team, should be knowing the subject and with additional skills of managing and controlling a project
of this nature. In view of the above, we propose to have the following project management
framework specific to this important assignment.
Name Position Project Management Responsibility
Dr. T. S. Reddy Transportation Planner Team Leader
Dr. M P Raju Project Programming-cum Project Principal
Resource Mobilization Expert [Managing Director, LASA and Director, LEA
International]
Pradeep Kumar Transportation Planner Project Coordinator
[Chief General Manager, LASA and Authorized
Signatory in Contract]
K Bhavnarayana Traffic Engineer Resident Project Manager
[General Manager, LASA]
Apart from regular meetings with TAC, we propose to hold meetings once in two weeks in the first
six months and there after once in a month till the closure of study to discuss overall project
progress, issues and dependencies, if any with client to provide feedback and seek feedback on this
important study.
15-1
16. FACILITATION AND ADVICE NEEDED
16.1 Facilitation and Access to Information

Study needs support and inputs from all the stake-holders. This is not for the first time some work is
done transport and/or related areas in HMA. Many efforts in the past are made. We would need
access to all that. We reiterate and would seek support and help from all concerned. We primarily
need the following:
• Soft Copy of detailed GIS Mapping as available by agencies
• Latest population census – 2011 results
• Time series Population and Employment data base at a Disaggregate Level
• Student Enrollment Level;
• Socio Economic data as published by GoAP
• Last two latest electoral rolls
• Previous reports as listed in the Activity 4 of Contract Agreement;
• Introduction Letters to agencies
• Support of Traffic Police to conduct Traffic Surveys
• Financing Plans/Budgets/expenditure of State, HMDA, GHMC, HMRL, and other corporations in
HMA;
• Institutional and Capacity Building Efforts that UMTA and Other agencies have taken up in the
HMA;
• List of Committed Projects with details on Project and first year of opening;
• Types of Financing thought of and contemplated - Instruments and methods used in generating
resources at present;
• List of Establishments and Employment base;
• Major studies undertaken with respect to Vision and Economic base, if any with respect to state
and/or HMA;
• Report related to SLB study done by ASCI, Hyderabad
• Access to all the Master Plans and related efforts;
• Details on routing, fleet, bus trips, passenger trips by route, ridership, fare slab, operation
characteristics of APSRTC buses run in study area.
• Information related to MMTS /Suburban such as train trips, ridership, length of network, stations
etc. and future expansion plan.
Further, significant inputs and facilitation is needed for us to embark on several surveys. This would
include informing the HMA residents about the ongoing important effort through appropriate media
and/or communication system by issuing press notifications, advertisements, and letters as
required. In addition calling for public consultations as needed with time during the project period.
16-1
MAIN REPORT
Inception Report
16.2 Feedback and Timely Advice
HMDA has set up TAC to review and advise the study. In addition, at some important mile
stones/stages project team is to meet the UMTA and keep it informed on the progress and findings
to seek its’ guidance.
We would request to call TAC meeting, within a week on submission of a deliverable. This will give us
opportunity to discuss and present our view and findings as appropriate depending on the stage of
work, to see seek advise and inputs from TAC to move on with the project work, with respect to
assigned mandate as per the ToR and/Contract. Feedback in terms of comments and advice of TAC,
if any as appropriate can be incorporated in the subsequent submissions and works. We would like
to underline in assignment of this nature, timely advice and inputs (say within 15 days) are critical
for the team to proceed with the work. We would therefore request that the delays should be
avoided as much as possible.
We would request the UMTA and TAC, apart from others, to provide views and guidance on the
larger issues of importance, viz. Visioning, Economic Base, Population Size, Work Force Participation,
Women in Work Force, Growth Paradigms, Institutional Aspects, Financing Aspects, Instruments to
raise resources for Plan financing, Implementation Strategies, seeking central and external aid, etc.
We look forward to great interactions and advise from TAC and UMTA as we proceed with the
project work.
16-2
MAIN REPORT
Inception Report
ATTACHMENT-1
List of the Intersections Suggested to be taken up for improvement Plan by Traffic Police in
Hyderabad
S. Name of Police Station S. Name of Police Station
No Intersection/Junction Limits No Intersection/Junction Limits
Traffic North District Traffic South District
Santoshi Maata Temple,
MJ Bridge
1 Gas Mandi Mahankali 1 Goshamahal
(Between Malakunta and
Ajantha Gate)
2 Allugadda Baavi Gopalpuram 2 Ek Minar x Road Goshamahal
Nampally Railway Station
3 Mettuguda Gopalpuram 3 Nampally
Bus Bay
4 St. John Rotary Gopalpuram 4 Bazarghat x Road Nampally
5 Bowenpally Trimulgherry 5 Rethi Bowli Nampally
6 Ratnaiah Petrol Pump Trimulgherry 6 Tolichowki Asif nagar
7 Brooke Bond Trimulgherry 7 Humayun Nagar Asif nagar
8 Tadbund Trimulgherry 8 Lunger Houz Asif nagar
9 S.R. Nagar SR Nagar 9 Mallepally, Noble Talkies Asif nagar
Al Sabha Hotel, Vijaya
10 Community Hall, SR Nagar SR Nagar 10 Asif nagar
nagar Colony
11 Mothi Nagar SR Nagar 11 Asifnagar Jn Asif nagar
12 Mythrivanam SR Nagar 12 Moghal ka Nala Asif nagar
13 Opp Chest Hospital 13 NMDC Asif nagar
14 U' Turn opp Axon Hospital SR Nagar 14 Bahadurpura Charminar
15 Rythu Bazaar, Erragadda 15 City College Charminar
16 Rajiv Nagar 16 Tarbund Charminar
17 Ranigunj Begumpet 17 Kishanbagh Charminar
18 Paradise Begumpet 18 Himmatpura Falaknuma
19 Karbala Maidan Begumpet 19 Nagulchinta Falaknuma
20 CTO Begumpet 20 MBNR x Road Falaknuma
21 Patny x Road Begumpet 21 Old Chandrayangutta Falaknuma
Engineer-in-Chief Office,
22 Panjagutta 22 Phisal banda Falaknuma
Erramanzil
23 DK Road Panjagutta 23 DMRL x Road Falaknuma
24 Panjagutta Panjagutta 24 Hafeez baba Nagar Falaknuma
25 Monappa Panjagutta 25 Owaisi Hospital Falaknuma
26 Krishna Nagar Banjara Hills 26 Shah Ali banda/Laldarwaza Falaknuma
27 Yousufguda Check Post Banjara Hills 27 Yakutpura Bada Bazar Mirchowk
28 Jubilee Hills Road No:36/59 Banjara Hills 28 Purana Haveli, Peel Dargah Mirchowk
Purana Haveli near Civil
29 Jubilee Hills Check Post Banjara Hills 29 Mirchowk
Courts
MAIN REPORT
Inception Report
S. Name of Police Station S. Name of Police Station
No Intersection/Junction Limits No Intersection/Junction Limits
Traffic North District Traffic South District
Yellareddiguda RBI
30 Banjara Hills 30 Moghalpura Mirchowk
Quarters
31 Prashasan Nagar Banjara Hills 31 AP Tribunal Jn Mirchowk
32 Foodworld Banjara Hills 32 Saidabad T Jn Mirchowk
33 Bharatiya Vidya Bhavan Banjara Hills 33 Chanchalguda Rotary Mirchowk
34 Musheerabad Chikkadapally 34 Dabeerpura Darwaza Mirchowk
35 RTC x Road Chikkadapally 35 Fever Hospital Kacheguda
36 Ayodhya Saifabad 36 Road No 6, Amberpet Kacheguda
37 Liberty Saifabad 37 Amberpet T Jn Kacheguda
38 King Koti Abids 38 Golnaka Kacheguda
39 Tilak Nagar Kacheguda
40 Afzalgunj Island Sultan Bazar
41 Nalgonda x Road Malakpet
42 Gaddiannaram T Jn Malakpet
43 Moosarambagh Malakpet
44 Gaddiannaram Malakpet
MAIN REPORT
Inception Report
List of the Intersections Suggested to be taken up for improvement Plan by Traffic Police in
Cyberabad.
S. No Name of Intersection/Junction Police Station Limits
1 Aaramgarh Rajendranagar
2 Shamshabad Market Airport
3 Hyderguda below Flyover Madhapur
4 Old Raidurga Jn Madhapur
5 Whisper Valley Jn Madhapur
6 Kothaguda Madhapur
7 Kondapur Madhapur
8 Vittal Rao Nagar Madhapur
9 Madhapur PS Jn Madhapur
10 ISB Jn Madhapur
11 Moosapet Balanagar
12 JNTU Kukatpally Kukatpally
13 Gajularamaram Kukatpally
14 Miyapur Kukatpally
15 Hafeez pet Kukatpally
16 BHEL Balanagar
17 Balanagar Balanagar
18 Narsapur Balanagar
19 Fatehnagar ROB Balanagar
20 Suchitra Jn Alwal
21 ECIL x Roads Malkajgiri
22 Radhika Jn Malkajgiri
23 Sharada Theater /Bus stop Jn Malkajgiri
24 Neredmet x Roads Malkajgiri
25 Uppal Uppal
26 Uppal Bus stand Uppal
27 Ramanthpur Street No:8 Uppal
28 Uppal Stadium Jn Uppal
29 Chaitanyapuri/Vivekananda Jn LB Nagar
30 Nagole x Roads LB Nagar
31 Byramalguda Jn LB Nagar
32 Karmanghat Jn LB Nagar
33 Kaminenei Jn LB Nagar
34 Alkapuri LB Nagar
35 Saroornagar LB Nagar
36 Balapur x Roads Vanasthalipuram
37 Vanasthalipuram Jn Vanasthalipuram
38 Auto Nagar Vanasthalipuram
39 Panama Jn Vanasthalipuram
40 Chintalakunta Jn Vanasthalipuram
INCEPTION REPORT
Consultancy Services for
Volume – II: LITERATURE REVIEW AND INSIGHTS
APRIL 2011

VOLUME II: Consultancy Services for
LITERATURE REVIEW AND INSIGHTS

Inception Report
CONTENTS
PREFACE 1
11 Hyderabad Area Transportation Study (HATS) ............................................................................. 3
22 Data Base-Hyderabad Area Transportation Study........................................................................ 7
33 The Feasibility Study on Urban Mass Rail Transit System Construction Project in Hyderabad City
in India...................................................................................................................................... 10
44 Concept Plan for Hyderabad ..................................................................................................... 12
55 Detailed Project Report–Hyderabad Metro (Phase-I)................................................................. 26
66 Development of Hyderabad Multi Modal Suburban Commuter Transportation System on
Commercial Format .................................................................................................................. 29
77 Action Plan for Traffic and Transportation Management in Hyderabad Metropolitan Area........ 36
88 Feasibility Study and Detailed Project Report for the Project of Improvements to the Radial
Roads connecting Inner Ring Road and Outer Ring Road in Hyderabad Metropolitan Area ........ 41
99 Hyderabad Bus Rapid Transit System ........................................................................................ 45
1100 City Development Plan, Hyderabad ........................................................................................... 47
10.1 Traffic and Transportation Component............................................................................ 48
10.2 Traffic and Transportation Sector – Investment Plan ....................................................... 54
1111 Draft Master Plan for HMDA, HADA & CDA ............................................................................... 56
1122 Integrated Environmental Strategies (IES) Study for city of Hyderabad, India ............................ 62

Inception Report
PREFACE
In order to identify major change in socio-economic profile and travel pattern over time, Consultants
have reviewed available past studies as listed below.
1. Hyderabad Area Transportation Study (HATS) by R E College, Warangal - 1988
2. Data Base-Hyderabad Area Transportation Study by R E College, Warangal - 2000
3. The Feasibility Study on Urban Mass Rail Transit System Construction Project in Hyderabad
State, Hyderabad City in India by JETRO - 1999
4. Concept Plan for Hyderabad - 2003.
5. Detailed Project Report – Hyderabad Metro (Phase-I)- June 2003 and May 2006.
6. Development of Hyderabad Multi Modal Suburban Commuter Transportation System on
Commercial Format – 2004.
7. Action Plan for Traffic and Transportation Management in Hyderabad Metropolitan Area, 2006
8. Feasibility Study and Detailed Project Report for the Project of Improvements to the Radial
Roads connecting Inner Ring Road and Outer Ring Road in Hyderabad Metropolitan Area –
2006.
9. Hyderabad Bus Rapid Transit System - 2008
10. City Development Plan – 2006
11. Draft Master Plan for HMDA, HADA & CDA -2003
Salient features of the aforesaid study reports/ plans that are significant to the present study are
discussed in the following sections. The Table 1 below shows a comparison of five of the above
mentioned studies, which were relatively comprehensive and covered the whole or at least
significant geographical area of Hyderabad. It is observed that over a period of almost 16 year
between 1988 and 2004 the change in travel behavior in Hyderabad was marginal with average per
capita vehicular trip rate changing from 0.96 to 0.977 and average vehicular trip length from 7.1 to
7.49. However, as per the BRTS study conducted in 2008 the vehicular PCTR may be expected to be
close to 1.05 now. A major change may however be expected in terms of travel purpose with
significant gain in share of education trips (up from about 34 to 44%) over the same period. In terms
of traffic composition also a significant change is observed with the share of private motorized
modes namely 2-wheelers and cars gaining immensely at the cost of primarily the NMT modes.
1

Inception Report
Table 1: Comparative Analysis of various Transportation Studies on Hyderabad
Type of surveys PCTR Traffic and Travel charecteristics

Study Area
Name of Consultant Name of the Study Year TAZ's Methodology/Zoning
(sqkm) O-D Survey Cordon Surveys Travel Charecteristics Traffic Composition(%)
Traffic Volume Network Inventory Vehicular w.r.t. walk
HIS RSI Passenger Information Goods Information With in Municipal Limits At Outer Cordon At Inner Cordon
Bus Passenger - 21,000 people Car-12%, Bus- 10%,
About 10,000 trucks enters and Trip Purpose - Work - 53.38%, School - Car-9%, Bus- 7%, Truck-
leave the CBS per day, out of whom Truck-34%, Auto
Home Interview Surveys leave the city Daily carrying 22.21%, Collage - 11.59%, Shop - 19%, Auto.Rick-4%,
31% are residenta of HUDA,while Rickshaw-2%, Scooter-
about 50,945 tonnes of goods 4.71%, Other - 8.11% Scooter-20%.
69% are non-residents. 12%.
- The information Food items(20.45%), Industrial

Conducted for 24 Rail - There are stronge regional
obtained through Inputs(17.75%), Idustrial Trip Length(Km) - Total 7.1 km, Work
Hrs at Cordon corridorsthat connect warangal to Cycle-23%, Cycle Rick- Cycle-35%, Cycle Rick-
questionnaire cover all Road side Interview Outputs(48.1%), Petroleum Trips-6.7 km, Education-5.6 km, Other
Hyderabad and Vikarabad to 1%, Bullock-4. 2%, Bullock-4.
Hyderabad Area Points, 12 Hrs at aspects related to the type City Municipal area(73), HUDA Products(3.35%) and trips-11.3 km.
Method and Random Hyderabad.
REC(NIT), Warangal Transportation 1988 1315.82 Screen Line of dwelling unit. Whole Network 143 Area(26), Hyderabad Region(25), 0.96 NA Miscellaneous(9.85%)
Sampling Technique
Study points and 8 Hrs - Sample size 2 % is Rest of AP(5), Rest of India (14)
adapted
at intersection taken so as to ensure Air Transport in %- Domestic Maximum Travel towards
counts reliable data for the Passenger(71.8),Transhipment(10.2) Bangalore, Vijayawada and NA NA NA
population of 2 million. and International(18) Mumbai.
(40,000)
- Random Sampling
NA NA NA NA NA
technique is adapted
The RSI survey covered a TAZ’s forming was based on the

Concept Plan for sample study of nearly Regional linkages – RSI survey locations and based
Kampsax India 22 locations (8
Hyderabad Draft 2001 1905.04 NA 10% of the total traffic Road & Rail and 130 on the natural boundaries. NA NA NA NA NA NA NA
Limited Hours Count)
Final Report volume at respective RSI City Road Network MCH(78), With in HUDA(38),
location. Rest of AP(9), Rest of India(5)
Detailed Project
House hold survey (5000 Muncipal corporation Area(67),
Report for 40 Locations(16 For Major Roads 2Wheeler-39%, Car-7.8%, Auto-9%,
DMRC 2003 1905.04 samples – about 0.5 % of NA 129 Municipalities(10), HUDA 0.73 NA NA NA NA NA
Hyderabad Metro Hrs) Only Bus-44%,Rail-0.2%
households) Area(52)
(Phase-1)
Development of Same 129 zones of HATS study, For HUDA area Trip Purpose - Work+Employment -
50.5%, Education - 44.2%, Other - 2Wheeler-27%, 2Wheeler-53%,
Hyderabad Multi 11 Outer Cordon 1986 were taken. 18 zones were including walk-
5.3%. Auto(3+7Seater)-7%, Car- Auto(3+7Seater)-9%,
Modal Suburban Counts, 32 Home Interview Surveys: added to the existing zones in 1.5, Excluding
L&T 2004 1905.04 NA 147 0.977 NA NA Trip Length(Km) -Average Trip length 23.5%, Bus-9%, Goods- Car-13.5%, Bus-3%,
Commuter Screen line 10,900 households the area outside the Walk- 0.977,
excluding walk is 6.93 km and excluding 33%, Cycle-1%, Other- Goods-13%, Cycle-8%,
Transportation Counts for 24 Hrs municipalities, resulting in a Motorized- walk and slow moving vehicles is 0.07%. Other-0.3%.
System total of 147 zones. 0.887 7.49km
Feasibility Report Same 129 zones of HATS study,

and DPR for Radial Road side Interview 1986 were taken. 18 zones were
Reconnaissance
CRAPHTS Roads Connecting 33 Locations (24 Method and Random added to the existing zones in
2006 1905.04 NA Survey was carried 147 NA NA NA NA NA
consultants Inner Ring Road to Hrs) Sampling Technique the area outside the
out.
Outer Ring Road in adapted municipalities, resulting in a
HMA total of 147 zones.
GHMC Hyderabad BRTS 2008 1905.04 NA NA NA NA NA NA 1.05 (Projected) NA NA NA NA NA
2

Inception Report
1 HYDERABAD AREA TRANSPORTATION STUDY (HATS)
Consultant: Regional Engineering College, Warangal

Client: Hyderabad Urban Development Authority (HUDA)
Year: Final report submitted in year 1988
Hyderabad Urban Development Authority (HUDA) had assigned Regional Engineering College, Warangal
(presently NIT) to conduct a detail transportation study of Hyderabad Urban Area in year 1983. The
study was named as “Hyderabad Area Transportation Study (HATS) and was completed in year 1988. It
covered the then Municipal Corporation of Hyderabad (MCH) and surrounding urban agglomeration.
The study objectives, study approach and recommendations are briefly described below.
Main objectives of the HATS study:
1. To quantify the existing demand through essential surveys.
2. To develop relationship between travel demand and other socio-economic development activities
and level of service.
3. To estimate the future transportation requirements by assessing expected level of development
in the study area for feasible alternative policies for years 1986, 1988, 1993 and 2001.
4. To formulate proposals and plans to give more efficient usage of existing facilities.
5. To formulate a future plan that caters the expected future travel forecasts.
An approach based on Multi Year Program Plan (MYPP) with Transportation System Management (TSM)
had been proposed to incorporate:
• Immediate implementable recommendations for 1 - 2 years

• Short range implementable recommendations for 3 - 5 years
• Mid-range implementable recommendations for 6 - 10 years
• Long range implementable recommendation for 11 - 20 years
The following traffic studies were conducted for assessing the existing travel demand.
1. External Cordon Survey,
2. Internal Cordon Survey,
3. Link Volume Survey,
4. Intersection Volume Surveys,
5. Inventory of Intersections,
6. Corridor Surveys,
7. Parking Surveys,
8. Regional Bus Passenger Survey,
9. Cycle Rickshaw, Auto Rickshaw Surveys,
10. Goods operator Survey,
11. Accident Surveys,
12. Pedestrian surveys,

Inception Report
13. Road, carriage and footpath survey,
14. Pavement rating studies,
15. Noise level surveys,
16. Speed and Delay surveys,
17. Employment survey,
18. Existing and Future land use quantification,
19. Screen line surveys,
20. Inventory of corridors,
21. Time lapse photography studies,
22. Rail passengers’ surveys,
23. Air travel passenger surveys,
24. Region level land use and Socio-economic data collection,
25. City bus inventory,
26. Home Interview surveys,
27. Rail road crossing surveys,
28. Air Pollution surveys.
Study Recommendations:
1. At 66 intersections physical improvement plans were recommended with re-alignment of
approach carriageway widening, re-alignment drain, traffic islands, relocation of bus bays, sing
boards etc. All of these intersections/junctions improvement plans were implemented by MCH.
2. At 111 important junctions traffic signals were recommended. All were implemented within
reasonable time frame. Presently, in HMDA there are around 210 junctions/ intersections with
traffic signals). Along seven major corridors signal co-ordination was proposed.
3. At 18 major intersections, grade separated facilities were recommended. 14 flyovers have been
constructed so far.
4. Along seven corridors mid-block improvements in the form of carriage way improvements,
pavement widening, bus bay relocation, road markings, signages etc. were recommended
covering a length of 55 km.
5. At 6 rail/road crossings, where heavy delays occur grade separations were proposed.
6. 2m wide footpaths on either side of the carriageway on 250 kms length on major arterial roads
were recommended.
7. To meet the North-South travel requirement of the commuters, five new bridges were
recommended across river Musi.
8. 120 km parallel bicycle network was recommended to cater to the high bicycle flows.
9. To safeguard the pedestrians at intersections, 4 sub ways, sky walk at Secundrabad Railway
station and signal settings with pedestrian phasing at all major intersection were recommended.
10. To strengthen IPT services, parking terminals at 18 locations for auto rickshaws and 19 locations
for cycle rickshaws were recommended.
11. To augment the existing road network, new roads of about 385 km length were recommended
and about 365 km road length was recommended for upgradation to highway standards.
12. To improve the bus transport facility in the city, 1000 additional buses were recommended to be
added in then existing fleet within 10 years in stages. 200 bus bays and four new regional bus

Inception Report
terminals were recommended to be constructed in city region. APSRTC run bus route
rationalization within the city and an efficient regional bus transport network also formed part of
overall public transport improvement plan in city.
13. Track Guided Mass Transit system:
Based on the economic results, the following recommendations were made for development of
mass transit systems in Hyderabad:
The proposals assumed availability of existing Railway Right Of Way (ROW) and network for urban
mass transit to cater to the growing urban travel demand.
1. Electrification, modern signals and traffic control systems were recommended for entire
existing railway system in city.
2. Plugging the gap between Malakpet and Nampally by dual BG line.
3. Connecting Malakpet – Secundrabad by parallel double BG line.
4. Extending Double BG line up to Medchal and Falaknuma.
5. Provision of Light Rail Transit (LRT) in stages on the following corridors:
a. L.B.Nagar – Malakpet
b. Khairatabad – Kukatpalli
c. Khairatabad - Tolichowki
d. Falaknuma – Ranaga Mahal junction
In case existing Railway ROW and network is not made available for urban mass transit, the
following LRT Routes were recommended.
a. L.B.Nagar to Kukatpalli via Secretariat.
b. Falaknuma to Ranagamahal Junction
c. Khairatabad to Tolichowki
d. M.J. Market to Begumpet airport.
14. Goods transport management:
To discourage goods traffic flying on the city streets, the following truck terminals and parking lots
were recommended:
• Three major truck terminals at Vijayawada road, Banagalore road and Bombay road.
• Three mini truck terminals at Nagpur road, Warangal road and Vikarabad road
• Three truck parking lots at Kukatpalli on Bombay road, Mir Alam tank on Banagalore road
and Saroornagar on Vijayawada road.
15. A new site for International Airport has been suggested in Nadergul zone.

Inception Report
16. Package of projects:
a. Immediate Improvement Plans:
Immediate improvement plan were recommended for implementation in first and second year for
works like Road markings and paints for 250 km length, on street parking at 50 locations,
relocation of bus stops at 200 places, footpath improvements for 100km length, traffic signals at
120 junction, signal coordination for 55 intersections, intersection improvements at 100 junctions,
resurfacing for 50km length, IPT terminals for cycle rickshaws 19 places and for auto rickshaws at
18 places, bicycle facilities for 120km length, 3 truck parking lots, 50 bus fleet augmentation, 3
terminal improvements, street lighting improvements, relocation of electrical and telephone
poles and investigation for new road feasibility to fix alignment on ground. Estimated cost of
identified immediate improvement plan was around Rs.32 crores.
b. Short Term Plans:
Short term plans were recommended for implementation in 2-5 years period for works like new
bus bays at 200 places, footpath improvements for 150 km length, bottleneck removals at 15
locations, pedestrian subways at 4 locations, resurfacing for 150km length, regional bus terminals
at 4 places, 200 no new buses for fleet strengthening, 3 mini terminals, 5 new bridges across Musi
river, rail/road over bridges at 6 level crossing locations, 27 inner bypass roads including
improvements for existing portions, 22 inner radial roads, shifting of wholesale markets at 5
locations, service centers at 5 locations, sky walk at one place and widening of RUBs at 6
locations. Estimated cost of short term improvement plan was around Rs.187 crores.
c. Medium Term Plan
Mid range plans were recommended for implementing transport proposals in 6-10 years period.
Proposals like grade separators at 18 locations, one bridge on new network, 3 truck terminals, 27
intermediate bypass roads, 17 intermediate radial roads and its improvement, strengthening of
roads in HUDA area for a length of 165 km, bus fleet augmentation by adding 350 new buses were
part of Medium term plan. Estimated cost of Medium term improvement plan was around Rs.144
crores.
d. Long Term Plans:
Long range plans were recommended for implementing transport proposals in 10-20 years period.
The proposals like three major bridges across river Musi on proposed network, 98 km length of
outer bypass road, 59 km length of outer radial roads, 176 km length of roads for improvement,
200 km length of roads in HUDA for strengthening, inner circular railway with 7 radials (or) LRT
network on 5 radials, 400 new buses to add in existing bus fleet. Estimated cost of long term
improvement plan was around Rs.1, 660 crores.

Inception Report
2 DATA BASE-HYDERABAD AREA TRANSPORTATION STUDY
Consultant: Regional Engineering College, Warangal

Client: Hyderabad Urban Development Authority (HUDA)
The objective of the study was to conduct fresh surveys in HUDA area and update the traffic Data Base
for Hyderabad.
As part of this study, REC Warangal had conducted the following surveys:
• Classified directional traffic volume data for 16 hours at 16 Intersections.
• Classified directional traffic volume data for 8 hours at 15 Intersections.
• Classified directional traffic volume data for 24 hrs. at 27 screen line points.
• Classified directional traffic volume data for 16 hrs. at 92 mid-block locations.
• Classified directional traffic volume data for 8 hrs. at 102 mid-block locations.
• Parking usage surveys at 100 links/ road sections for 8 hrs.
• Parking usage surveys at five terminals for 8 hrs.
The summary of traffic survey results are given below:
Classified directional traffic volume data for 16/8 hours at intersections/ junctions
S. No. Name Duration No. of Legs Total Traffic Peak hour Traffic
1 Kukatpally 16 Hrs 3 69,515 6,443
2 Ameerpet 16 Hrs 4 1,40,751 11,431
3 Visveswaraya Junction 16 Hrs 5 1,62,738 15,164
4 Taj Ice Cream junction, Nampally 16 Hrs 3 1,23,396 11,985
5 Mojamjahi Market 16 Hrs 4 1,89,926 15,776
6 Nalgonda X Roads 16 Hrs 3 1,30,257 11,223
7 L.B.Nagar 16 Hrs 4 47,965 3,794
8 Abids GPO 16 Hrs 4 1,02,177 10,050
9 Nizam College 16 Hrs 3 1,10,213 9,180
10 Ambedkar Statue(on tank bund) 16 Hrs 4 1,84,247 16,048
11 Karbala Maidan 16 Hrs 4 89,315 8,429
12 Paradise 16 Hrs 4 95,977 8,303
13 Greenlands 16 Hrs 3 2,92,898 12,856
14 HUDA Junction(Rasoolpura) 16 Hrs 4 1,15,730 9,444
15 Rajiv Gandhi Statue(Somajiguda) 16 Hrs 3 1,03,049 9,799
16 Hotel Viceroy Junction (Buddabhavan) 16 Hrs 3 48,760 4,845

Inception Report
S. No. Name Duration No. of Legs Total Traffic Peak hour Traffic
17 Tadbund(NH-7) 8 Hrs 4 31,143 4,844
18 Katedan – Ganganpahad (NH-7) 8 Hrs 3 9,018 1,420
19 Bowenpally 8 Hrs 4 35,093 5,216
20 Lungar House 8 Hrs 4 24,133 3,835
21 Rajanna Bavi (Aliabad)(old city) 8 Hrs 3 17,921 2,593
22 Alwal 8 Hrs 3 16,285 2,537
23 Balanagar 8 Hrs 4 44,899 6,689
24 Shahpur Nagar 8 Hrs 3 14,589 2,565
25 Rethibowli 8 Hrs 3 45,082 7,027
26 Gachibowli 8 Hrs 3 7,317 1,275
27 Habsiguda 8 Hrs 3 42,103 6,424
28 Saidabad Colony 8 Hrs 3 52,810 8,520
29 Indira Seva Sadan 8 Hrs 4 26,475 3,947
30 Uppal 8 Hrs 4 40,843 5,798
31 Plaza 8 Hrs 4 64,572 10,066
Classified directional traffic volume data for 24 hours at 27 screen line points
Total Traffic Peak hour Traffic
S.No. Name of Section
Vehicles PCU Vehicles PCU
1 Uppal – Nagole 26,691 30,061 2,195 2,252
2 Musharambagh – Amberpet 44,098 34,109 4,106 2,850
3 Dharulshifa – Imliban 56,285 48,224 4,983 3,946
4 Afzalgunj – charminar 1,07,452 83,027 9,010 6,661
5 Begambazar – Doodbowli 41,473 35,830 3,583 2,919
6 Bahadurpur – Puranapool 49,023 37,767 3,696 2,653
7 Rajendra Nagar - Mehidipatnam 29,087 33,646 2,319 2,879
8 Erragadda – Moosapet 50,329 56,269 5,113 4,543
9 Fathenagar – Balkampet 20,266 16,036 1,930 1,398
10 Begampet – Somajiguda 1,11,099 89,970 10,353 8,073
11 Tankbund - Paradise 65,802 54,440 6,062 4,553
12 RP Road - Bible House 71,461 58,315 6,187 4,797
13 Secundrabad Reservation complex - Bhoiguda 93,946 82,547 7,832 6,612
14 Sangeeth - Alugadda Bavi 60,334 49,634 5,596 3,875
15 Tarnaka - Lalapet 38,417 45,978 3,195 2,232
16 Ch.Gutta - Charminar 23,857 20,818 1,680 1,340
17 Moghalpura - Eizar 22,509 18,033 1,752 1,364

Inception Report
Total Traffic Peak hour Traffic
S.No. Name of Section
Vehicles PCU Vehicles PCU
18 Madanapet - Yakatpura 34,516 26,366 2,790 2,038
19 Chanchalguda - Dabeerpura 32,889 24,727 2,644 1,993
20 Nalgonda X road- Chaderghat 1,62,189 1,34,567 12,114 9,239
21 Chaderghat - Amberpet 36,373 31,588 3,172 2,278
22 Fever hospital - Tilak Nagar 57,223 42,056 4,806 3,338
23 Osmania University - Seethapal Mandhi 22,068 16,238 1,848 1,354
24 Safilguda - AOC 18,706 15,460 1,566 11,271
25 Tirumalgiri - Neredimetta 26,224 22,844 2,295 2,004
26 Nalgonda X Road - High Luck Café 1,36,708 1,14,532 11,417 8,384
27 Sanathnagar - Amberpet 85,008 80,407 6,807 6,051

Inception Report
3 THE FEASIBILITY STUDY ON URBAN MASS RAIL TRANSIT

SYSTEM CONSTRUCTION PROJECT IN HYDERABAD CITY IN
INDIA
Consultant: Japan External Trade Organization (JETRO)

Client: Ministry of International Trade and Industry
This report was consigned to Pacific Consultants International Co. Ltd. from JETRO and compiled as the
FY 1998 project, for the “Composite Development Investigation Report for the Global Environmental
Project”.
Objective of the study:
Objective of this study was to evaluate the MRTS (Mass Rail Transit System) project planned by
Hyderabad City is economically and financially viable, and has the possibility of being the object of a
Japanese OECF Environment Loan as a counter measure for the ‘greenhouse effect’ and decide the
method of its implementation.
Main scope of work:
1. Grasp of the present situation of urban transport and details.
2. Confirmation of routes through existing reports and site survey.
3. Review of the demand forecast by reviewing the socio-economic framework, preconditions and
results of demand forecast, and conduct site surveys for traffic volume counts, speed, fare and
interest in LRT by questionnaire.
4. Hypothetical design of the system and operations including train operation plan, vehicles,
facilities, construction cost, and environment survey.
5. Financial analysis.
Surveys conducted:
Traffic surveys
Classified traffic volume count survey was conducted in year 1998 at eleven mid-block locations
representing traffic levels for the following sections:
1. Balanagar to Sanathnagar,
2. Sanathnagar to Ameerpet,
3. Ameerpet to Khairatabad,
4. Khairatabad to L. B. Stadium,
5. L. B. Stadium to M. J. Market,
6. M. J. Market to Afzalgung,
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Inception Report
7. Afzalgung to Chaderghat,
8. Chaderghat to Nalgonda cross road,
9. Nalgonda cross road to Bank colony,
10. Bank colony to Dilshuknagar, and
11. Dilshuknagar to L. B. Nagar.
Travel speed survey was also conducted during same time along proposed LRT corridor in the month of
November, 1998.
Ambient Air Quality surveys
The ambient air quality was measured at 12 points in the city, the points covered the residential area in
Banjarahills, commercial areas at Abids, Charminar, M. J. Market, Panjagutta X roads, Secundrabad
Railway station, Paradise, Uppal, Nampalli X roads, Bahdurpura X roads, Afzalgung and industrial area of
Balanagar.
Ambient Noise level measurement surveys
The ambient noise level were measured at eight points in the city, which covered the residential areas at
Banjarahills, Secundrabad club; commercial areas at Abids, Panjagutta X roads, Secundrabad Railway
station; industrial area at Balanagar and silence zone of Osmania Hospital.
Study conclusions:
1. The industrial and economic growth of Hyderabad is growing at a very fast rate which exceeded
previous forecasts and the environment is deteriorating due mounting traffic congestion.
2. The demographic growth proportionate with the industrial and economic growth and the traffic
demand forecast by far exceeds the results of estimates made in previous studies. This study
disclosed that the proposed LRT system is not capable of meeting the future capacity
requirements. This study proposed a Mass Rail Transit (MRT) in lieu of the LRT for satisfying the
mass transport requirement.
3. By adopting the MRT system, the urban transport problems with the improvement of air pollution
problem can be arrested. The reduction of greenhouse gases emissions would be 11,544t/yr
(converted to CO2) in the opening year 2006 of the project and would be 26,244t/yr (converted to
CO2 ) 30 years later in the year 2036.
4. The project cost has been estimated to be approximately Rs.2,636 crores. The financial analysis
for the project indicates that the BOT system of implementation will not be feasible, and the
project should be implemented by public works. In order to make this project viable, the financial
assistance in many ways by the government will be required.
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Inception Report
4 CONCEPT PLAN FOR HYDERABAD
Consultant: M/S Kampsax India Limited

Client: Municipal Corporation of Hyderabad
In order to have planned growth of the city in the desired direction and to project Hyderabad as the
Global City, MCH embarked on the preparation of a concept plan, structure plan and prepare sectoral
plans for the identified sectors within the Municipal Corporation jurisdiction for a horizon period of 20
years. For this purpose, Municipal Corporation of Hyderabad (MCH) appointed M/s. Kampsax India
Limited (KIL) as Consultant to prepare a "Concept Plan" considering the planning initiatives carried out
by HUDA and the other stakeholders involved in the development of Hyderabad. This report presented,
the then city developmental issues, a transport plan and a management framework outlining strategies
and guidelines for future growth. The report also presented the investment sustaining capacity of the
MCH considering the demand gap analysis for various mandatory and obligatory services.
Specific objectives of this study were to guide future planning and investment decisions within the City
and identifying appropriate interventions.
Main scope of work:
1. Prepare a concept plan
2. Prepare a structure plan indicating broad uses and intensity of land-use keeping the overall
Master Plan exercise in view
3. Structural road network
4. Open Space Development, Conservation and Management Plan
5. Heritage Conservation Plan
6. Conservation of Lakes, Nallahs, & Rocks etc.
7. Strategies for Informal Settlements and Informal Commercial Activities
8. Transportation system and traffic management plan
9. Other infrastructure Systems/Network Plans (Water Supply, Sewerage, Storm Water Drainage)
This report is structured in four volumes. The first volume deals with, development issues, describing
the existing situation and the strategies, regarding the key elements of city development and urban
management framework. It furnishes the details regarding current status of physical planning and
growth management in Hyderabad. The second volume, deals with the traffic and travel characteristics.
This volume also lists out key transport issues of the city and brings out a few strategies to address
them. The third volume, deals with guidelines for future growth, management framework to manage
future growth, presents capital investment plan and investment sustainability containing a quick
demand-supply gap assessment with regards to basic services and investment requirement to bridge the
identified gap in the service sector. The fourth volume, contains annexures to the above three volumes.
The volume 2 covers the comprehensive traffic and transportation strategy for MCH.
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Inception Report
This report outlines a comprehensive traffic and transportation strategy for the city of Hyderabad for
the next 20 years. It has been carried out by considering the earlier proposals, development initiatives
planned, land-use considerations, growth management scenarios as explained in Volume 1 and also the
present day traffic volumes through primary surveys. The various components of this sector (transport)
are given below.
1. Transportation Network
• Regional linkages – Road & Rail
• City road network
2. Public Transportation
• Bus Transport
• Rail Transport
• Intermediate Public Transport (Para transit)
3. Freight Transport
4. Review of Earlier Traffic Studies
5. Inventory of
• Major Transport Corridors with special attention to junctions, flyovers, ROB’s, level crossings,
over bridges etc
• Parking facilities
• Pedestrian facilities
6. Existing Traffic Scenario and assessment of the Existing/Future Travel Patterns through primary
traffic surveys
7. Proposed short term and long term improvement schemes
• Within MCH region
• Within HUDA region
The recommendations are made to improve the operational efficiency, safety and overall effectiveness
of the existing transport infrastructure.
Specific objectives of traffic and transportation component of the study were; to keep the operational
functionality of the overall transport system; to increase safety and efficiency; to improve the quality of
life and environment; and to maintain urbanization.
To achieve the above objectives, the following principle of transport planning is given due importance in
this study:
• Promote usage of public transport system.
• Channelise motorized traffic onto the main road network in order to avoid through fare in
residential areas.
• Set up park and ride facilities in the periphery of the city accompanied by strict parking rules
within the CBD and core areas of the city.
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Inception Report
Primary Traffic Surveys
Primary traffic surveys were conducted on the existing road network near major junctions within MCH
jurisdiction. The Consultants’ traffic surveys were mainly of two types:
• Classified Traffic volume count surveys;
• Origin and destination surveys.
Classified Traffic Volume Counts
A manual count of vehicles was undertaken for 8 hours at 22 major locations during December 2001
between 7:00 and 15:00 hrs. at each location. The counts at all the locations were limited to cover the
morning peak and the evening peak period.
Origin and Destination Surveys
Roadside interviews were also carried for the same duration at select 17 locations (near junctions) by
stopping the vehicles with help of police. All necessary traffic movements (Cars, Two wheelers and Auto
rickshaw) were interviewed on sample basis. The survey could achieve minimum sample of 10% for any
hour.
The high traffic volume corridors identified are:
1. Portion of NH 9 between Sanath Nagar and Dilsukhnagar via Ameerpet, Pajnagutta, Khairtabad,
Nampalli, Chaderghat and Malakpet
2. From Ameerpet to Secundrabad (S.P. Road) via Greenlands, Begumpet, Paradise and Parade
ground.
3. From Paradise to Madina via Tankbund, Liberty, Abids, MJ Market and Afzal gunj
4. From Secundrabad to Afzal gunj via Musheerabad, RTC cross roads, Narayanaguda, and Koti.
5. From Tarnaka to Chaderghat via Osmania University, Hindi Mahavidyalaya, Barkatpura, Kachiguda
and Moti bazar
6. Uppal to Afzal gunj via Ramanthapur, Amberpet, Chaderghat and Gowliguda.
Problem Areas & Recommendations – MCH Region
Problem areas and congested links have been identified and recommendations are made to decongest
the links by widening, developing parallel roads and new road links. However, this study did not consider
overall traffic and travel requirement of the city for future years.
Road Widening of Charminar link to 15m, Chaderghat link to 15m, Basheerbagh link to 14m, Mukkaram
Jahi link to 20m, Khairatabad one-way link to 12m, Lakdikapool one-way link to 11m, and Ekminar Link
to 15.
Parallel roads were recommended for improvement to relieve the traffic congestion from the main
arterial roads. The links proposed are 1. Sanath nagar to Khairatabad via Erragadda, Yusufguda, Srinagar
colony and Banjara hills; 2. MJ market to Gandhi bazar via Begum bazaar; 3. Salarjung Museum to Lal
Darwaza; 4. Nampalli to Saifabad via Mozampura; 5. Musheerabad to Naryanguda via Jamini colony; 6.
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Inception Report
Narayanguda to Chaderghat via Lingampalli, Kachiguda and Esamia bazaar; 7. Kavadiguda to
Chikadapalli.
New Links: It is recommended to construct four new links at 1. Sanath nagar to Khairatabad along the
existing railway line; 2. Begumpet Railway station to Nallagutta along the existing railway line; 3.
Malakpet R.S. to Inner Ring Road near Nagol; 4. Chikadapalli to Arvind nagar along Musi River to
decongest the city network.
Critical Junctions
Based on the primary surveys 34 intersection were identified as critical junctions, i.e Ameerpet junction,
Green Lands junction, Sangeeth junction, Madina junction, Nalgonda cross roads, Liberty junction,
Chenatha Bhavan junction, Cancer hospital junction, Mushirabad cross roads, Paradise junction, Jumerat
bazaar, Reti Bowli junction, Hindi Maha vidyalaya junction, Tarnaka junction, Jubilee Check post
junction, Kavadiguda junction, City College junction, Saidabad junction, Patny junction, Secundrabad
Railway Station junction, Mellapalli junction, Yousufguda junction, Koti junction, Langar house, Tourist
Hotel Junction, Kachiguda, Sanjeeva reddy nagar junction, Balkampet junction, Santhosh nagar junction,
Tilak nagar road junction, Barkatpura road junction, Station road junction, NMDC junction, Junction
Road no 1 – Road no 12 Banajara hills, Junction Srinagar colony road with Ameerpet main road.
low cost junction improvements proposed at Paradise jn., Jumerat bazaar, Reti Bowli Junction, Hindi
Maha Vidyalaya jn., Tarnaka jn. And Jubilee check post jn.
Slip Roads
There are many slip roads by which traffic can avoid major junctions and arterial roads. Five slip roads
were recommended to ease the traffic congestion at junctions are 1. RTC cross road junction three slip
roads, 2. Gandhi bazar to Nayapul, 3. Nayapul to Jumerat bazar along Musi River, 4. Turrebazkhan road to bank
street, and 5. Sardar patel road to Rajendranagar road.
Grade Separators/ Flyovers

flyover or a grade separator are proposed at seven intersections 1. Ameerpet junction, 2. School junction,
3. Madina junction, 4. Nalgonda junction, 5. Liberty junction, 6. Chenatha Bhavan junction, and Mushirabad cross
roads
Transit Routes (Ring Roads)

Based on the desires of the trips as revealed by the OD movements the structure for the transit route
was recommended. A Core transit ring road is recommended, on which the traffic that needs to cross
the CBD area can rather transit around without touching the CBD. Another mid transit ring road that
will act as a cordon within the existing inner ring road and out side the recommended core ring. The
third concentric road is the existing ring road. These recommended circular routes will cater the traffic
that cross the municipal area. To facilitate the movement of traffic to and from the CBD to the external
nodes of the city, arterial roads and other radial roads are recommended for capacity augmentation.
Figure 1 gives the tentative alignment of the three ring transit routes and the 14 radial transit routes.
The structure of the roads recommended for transit routes are:
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Inception Report
• Core ring – Six Lane road having a length 25 km
• Mid ring – Four Lane road having a length 46 km
• Inner ring road – Four Lane Road having a length 58km
• 15 Radial transit routes having length 75km – Eight lane roads ( Six lanes with two services roads)
Figure 1: Ring Road Proposals in Municipal Corporation, Hyderabad Area
Recommendations – HUDA Region

The following are the specific initiatives from Government of Andhra Pradesh in collaboration with
private developers to develop specific services industries in and around Hyderabad as economic drivers
in HUDA region.
1) HITEC City at Madhapur
2) Hardware park at Mamidipally
3) Bio Technology park at Shamirpet
4) Apparel Park at Goondla Pochampally
5) International Airport at Shamsabad
16

Inception Report
Figure 2: shows the locations of the above projects in and around Hyderabad.
Figure 3: Alignments proposed to connect the economic drivers in HUDA region.
17

Inception Report
As seen in the Figure 2, the developments are spread beyond the Municipal Area of Hyderabad.
Presently, the routes to reach these developments are congested and also constitute mixed flow of
traffic. To prevent and enhance the above developments, a special road way interlinking all these
developments is envisaged. Also their connectivity to the city and to cross the city avoiding the
congested links, another ring road is proposed in Hyderabad.
Connectivity to Economic Drivers
Figure 3 shows the preliminary alignment proposed by consultants to connect all the Major
developments in and around the Hyderabad City. The alignment was fixed based on the site visits to
these major development areas. The alignment proposed is mostly along the existing Village Roads and
Major District Roads (MDR). Few stretches of new alignment is also proposed to avoid social and
environmental issues.
In addition, many hubs are identified as pairs of economic drivers and connectivity has been proposed
as:
Knowledge Hub - Between Proposed International Airport and HITEC city – Figure 4 shows the proposed
alignment in the Knowledge Hub and the details of the proposed alignment is given in Table 2.
Figure 4: Proposed road alignment in Knowledge Hub
18

Inception Report
Table 2: Details of Expressway Alignment on Knowledge Hub
Sl. No. Description Link No. Length (km) Road Condition

New Alignment
1 From Proposed International 1 2 New Alignment
Airport to Shamsabad (NH7 -
Bangalore Road)
2 From Manchirevula to 5 6.1 New Alignment
Gachibowli
Sub Total (kms) 8.1
Existing Roads
3 From Near Inspection Bungalow 2 8.8 Single lane Bituminous Road
Shamshabad - (Km 16/000 on NH7
Bangalore Road) to Near AP
Police Acedemy (Km 14/000 on
SH4 Vikrabad road)
4 From Near AP Police Acedemy 3 0.45 Single lane Bituminous Road
(Km 14/000 on SH4 to Km 14/450
on SH4 Vikrabad Road
5 From Km 14/450 on SH4 to 4 4.6 Single lane Bituminous Road
Manchirevula
6 From Gachibowli to Indian 6 1.2 Two Lane Bituminous Road
School of Business Junction
Sub Total (kms) 15.05
Sl. No. Summary Length (kms)
1 Length of New Alignment 8.1
2 Length of Existing Roads 15.05
3 Total Length of Road 23.15
Technology Hub - Between HITEC City and Apparel Park – Figure 5 shows the proposed alignment in the
Technology Hub and the details of the proposed alignment is given in Table 3.
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Inception Report
Figure 5: Proposed road alignment in Technology Hub
Table 3: Details of Expressway Alignment on Technology Hub
Sl. No. Description Link No. Length (km) Type of Road

New Alignment
1 From Hitech City to Kukatpalli junction Km 530/0 11 5.3 New Alignment
on NH9
2 From Kukatpalli junction Km 530/0 on NH9 to 12 8 New Alignment
Grand circle junction
3 From Baspalli to Gandimysamma on SH6 Medak 18 6.6 New Alignment
Road
4 From Gandimysamma on SH6 Medak Road to 19 8.4 New Alignment
Medchal
5 From Gajularamam road junction to Bowrampet - 45 2.5 New Alignment
Bhaderpalli road junction
6 Gandimysamma - Medchal Road section 46 4.75 New Alignment
20

Inception Report
Existing Roads
5 From Mallareddy Engineering College 17 2.4 Single Lane Bituminous
junction to Apparel Park Road
6 From Borampet - Bhaderpalli road junction 15 1 Single lane /Two Lane
(km 29/800) to Bhaderpalli WBM Road / Bitminous
Road
8 From Madhapur Junction to Madinaguda 8 5.1 Two Lane Bituminous
Road
9 From Baspalli (km21/600) to Borampet - 14 8.2 Two Lane Bituminous
Bhaderpalli road junction (km 29/800) Road
10 From Bhaderpalli to Mallareddy 16 2.2 Two Lane Bituminous
Engineering College junction Road
11 From Miyapur to Kukatpalli junction Km 10 4.4 Four Lane Bituminous
530/0 on NH9 Road
12 From Gachibowli to Madhapur Junction 7 2 Four Lane Bituminous
Road
13 From Madinaguda to Miyapur 9 1.5 Four Lane Bituminous
Road
14 From Miyapur to Baspalli 13 5.5 Four Lane Bituminous
Road
Emerging Technology Hub -Between Apparel Park and Film City via Bio – Technology Park –
Figure 6 shows the proposed alignment in the Emerging Technology Hub and the details of the proposed
alignment is given in Table 4.
21

Inception Report
Figure 6: Proposed road alignment in Emerging Technology Hub
Table 4: Details of Expressway Alignment on Emerging Technology Hub

New Alignment
1 From Tumkunta Junction to 26 2.9 New Alignment
Antapalli
2 From Medchal to Turkapalli 31 12.7 New Alignment
Junction
3 From Alwal junction to Charpalli 33 9.6 New Alignment
Junction
22

Inception Report
Existing Roads
4 From Apparel Park to Kandikowa 20 4.3 Single Lane Bituminous Road
Junction
5 From Turkapalli Junction to 24 2.7 Single Lane Bituminous Road
Biotech Park/ICICI Knowledge Park
6 From Yamjal road junction to 25 7.5 Single Lane Bituminous Road
Tumkunta Junction
7 From Antapalli to Timmapalli 28 4.8 Single Lane Bituminous Road
8 From Antapalli road junction to 27 2.3 Single Lane Bituminous Road
Antapalli
9 From Timmapalli to Kissara 29 11 Single Lane Bituminous Road
10 From Keesara to Ghatkesar on 30 9.4 Single Lane Bituminous Road
NH202
11 From Charlapalli Junction to 34 6 Single Lane Bituminous Road
Medpalli
12 From Grand circle junction to 32 4.5 Two Lane Bituminous Road
Alwal junction
13 From Kandikowa Junction to 21 3.3 Four Lane Bituminous Road
Medchal Junction
14 From Medchal to Masjidpur 22 10.2 Four Lane Bituminous Road
junction
15 From Masjidpur junction to 23 5.5 Four Lane Bituminous Road
Turkapalli Junction
Sub Total (Kms) 71.5
Sl. No. Summary Length (Kms)
Entertainment and Tourism Hub - Between Ramoji Film City and Proposed International Airport via
Hardware Park –Figure 7 shows the proposed alignment in the Entertainment and Technology Hub and
the details of the proposed alignment is given in Table 5.
23

Inception Report
Figure 7: Proposed road alignment in Entertainment and Tourism Hub
Table 5: Details of Expressway Alignment on Entertainment and Tourism Hub

New Alignment
1 From Ghatkesar to Ammarpet 35 16.8 New Alignment
2 From Medpalli to Marripalli 38 2.6 New Alignment
3 From Injapur to Hardware Park (Km 14/500 on 42 17.2 New Alignment
SH 5)
4 From Hardware Park (Km 14/500 on SH 5) to 43 8.6 New Alignment
Proposed International Airport
Existing Roads
5 From Marripalli to Annaram 39 2.3 Single Lane Bituminous Road
6 From Annaram to Hayathnagar 40 4.8 Single Lane Bituminous Road
7 From Hayathnagar to Injapur 41 2.4 Single Lane Bituminous Road
8 From Raviral Road Junction to Hardware Park 44 3.2 Single Lane Bituminous Road
(Km 14/500 on SH 5)
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Inception Report
9 From Ammarpet to IAPRO junction (Km 23/150 36 13.5 Single Lane WBM Road /
on SH2) Bitminous Road
10 From IAPRO junction (Km 23/150 on SH2) to 37 17.5 Single Lane WBM Road /
Raviral road junction Bitminous Road
As many as 85 intersections/ junctions are proposed to be improved along these roads as part of the
improved connectivity to economic drivers.
25

Inception Report
5 DETAILED PROJECT REPORT–HYDERABAD METRO (PHASE-I)
Consultant: Delhi Metro Rail Corporation (DMRC) assisted by M/S RITES Ltd., EPTRI and NCAER
Client: Government of Andhra Pradesh
The GoAP had engaged DMRC as Consultants to prepare DPR for Hyderabad Metro Rail project. The first
report of DPR was done in June 2003 and the second DPR report in June 2006.
Objective of the study was to prepare a DPR (Detailed Project Report) for Metro Rail System in
Hyderabad.
Apart from the data available in earlier studies, the study made use of the may data collected under this
study through primary surveys during March-April, 2003. The surveys conducted under this study were:
• Household survey (5000 samples - about 0.5% of households)
• Classified traffic volume survey along with O - D Survey (40 locations)
• Bus stop surveys
• Bus passenger boarding and alighting surveys
• Speed and Delay survey along major corridors
• Road network inventory for all major roads
Under this study, total daily person trips in the year 2003 are estimated to be 63.4 lakh. Of these,
vehicular trips are 50.5 lakh. Share of trips by bus is about 44% of total motorized trips. Only 0.2% of
trips are by rail. A staggering 39% of total vehicular trips are performed by two wheelers. Auto rickshaws
account for more than 9% of total vehicular trips. These figures indicate inadequate supply of mass
transport system. Higher use of personalized and Para-transit motor vehicles is resulting into acute
traffic congestion on roads.
TRANSPORT DEMAND FORECAST
Four stage transport planning process has been employed to carry out transport demand forecasts. This
comprises of trip generation, trip distribution, modal split and trip assignment.
Per Capita Trip Rates for the years 2003, 2011 and 2021 are as given in the following [Values]
In year 2003, the observed modal split between public, private and IPT transport was 45:45:10. With
introduction of Metro, the modal split in favor of public transport is assumed to be 65% by the year
2011 and 70% by 2021.
Selection of Alternative Metro Corridors
The different alternatives of Metro system have been worked out and evaluated. Road network and
Multi Modal Suburban Commuter Transport System, now under implementation, is common in all the
alternatives.
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Inception Report
Alternative 1
• Metro network
i) Miyapur - Chaitanyapuri
ii) Secundrabad - Charminar -Falaknuma Railway Station
iii) Kachiguda - Toli Chowki
Alternative 2
• Metro network
ii) Secundrabad - Osmania medical college - Zoo -NTR Nagar
iii) Kachiguda - Toli Chowki
Alternative 3
• Metro network
ii) Secundrabad - Osmania medical college - Zoo -NTR Nagar
Alternative 4
ii) Secundrabad - Osmania Medical College - Charminar- Falaknuma Railway Station
Alternative 5
• Metro network
ii) Secundrabad - Osmania Medical College - Charminar- Falaknuma Railway Station
iii) Secundrabad - Hi-tech city
The Kukutpally - Dilsukhnagar corridor has been extended on both ends and is now Miyapur -
Chaitanyapuri corridor.
Table 6: Summary of Transport Demand for the year 2011
DMRC Analysis for 60.70 km length given in DMRC Analysis for 38.05 km length given
May-06 report for (Corridor-3) in June-03 report for (Corridors-1 & 2)
Section Length
No. of Passengers (lakh) No. of Passengers (lakh)
(km)
Miyapur – Chaitanyapuri (Corridor – 1) 25.50 8.40 8.07
Jubilee Bus Stand – Sec-bad –
14.40 4.45 4.14
Charminar – Falaknuma (Corridor – 2)
IICT – Sec-bad – Hitech City –
20.80 3.90 –
Shilparamam (Corridor – 3)
TOTAL 60.70 16.75 12.21
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Inception Report
Table 7: Summary of Transport Demand for the year 2021
DMRC Analysis for 60.70 km length DMRC Analysis for 38.05 km length given
given in May-06 report for (Corridor-3) in June-03 report for (Corridors-1 & 2)
Length
Section No. of Passengers (lakh) No. of Passengers (lakh)
(km)
Miyapur – Chaitanyapuri (Corridor – 1) 25.50 12.50 12.13
Jubilee Bus Stand – Sec-bad –
14.40 6.15 5.98
Charminar – Falaknuma (Corridor – 2)
IICT – Sec-bad – Hitech City –
20.80 5.10 –
Shilparamam (Corridor – 3)
TOTAL 60.70 23.75 18.11
Train Operation Plan

Conclusions and Recommendations
For successful implementation of any metro project, which by its very nature is highly technical and
complex, huge in size and to be executed in difficult urban environments, political will and commitment
is necessary. Decisions are to be taken fast and the implementing agency must have the required work
culture, commitment to targets, safety, quality and cost consciousness.
Metro projects are highly capital intensive. On account of the high costs involved and the need to
maintain a fare structure within the affordable reach of ordinary citizens, metro projects are not
ordinarily financially viable. But considering the overwhelming economic gains to the society and the
fact that cities with population of more than five million cannot just survive without an efficient metro
system, it is strongly recommend that the Hyderabad Metro system be taken up for implementation in
the financial year 2006-2007 itself.
Hyderabad being one of the fastest growing urban agglomerations of the country will need a bigger
metro network. The corridors proposed in phase I will require to be extended. A study has been carried
out by M/s L & T Ramboll regarding identification of corridors for public transport system. Based on its
recommendation further corridors may be added to the metro network.
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Inception Report
6 DEVELOPMENT OF HYDERABAD MULTI MODAL SUBURBAN

COMMUTER TRANSPORTATION SYSTEM ON COMMERCIAL
FORMAT
Consultant: L&T Ramboll

Client: Indian Railway and Government of Andhra Pradesh
The GOAP and Indian Railways have engaged L&T Ramboll as Consultants for Development of
Hyderabad Multi Modal Suburban Commuter Transportation System on Commercial Format for
Hyderabad.
Objective of the study was to provide an efficient transport system in Hyderabad on a commercial basis.
In order to achieve this objective, the Consultants looked into providing a directed urban development
in lines of “transit villages” which has been tried abroad so that the settlements are transit centric and
usage of mass transit system is higher than personalized modes of transport. This scenario intended to
assist in achieving planned development of real estate and contribute in raising revenues, for the transit
system. All these are aimed at facilitating successful private sector participation
The study was divided into three stages viz. initial screening and recommendations of preferred option,
project detailing and structuring and assistance in technical and financial closure.
Traffic Surveys
For the purpose, extensive surveys at outer cordon and screen lines were conducted in the study area.
Volume count surveys were carried out at these points for 16 hours and 24 hours depending on the
importance of the section and the requirement.
Outer Cordon
HUDA boundary is considered as the outer cordon for the study area. Classified traffic volume surveys
for a period of seven days were carried out on two selected locations namely 1. NH 9 Vijayawada road
and 2. NH 7 Bangalore - Thondupally road, Traffic volume count surveys for a period of 24 hrs. were
conducted at nine locations namely, Nagpur Road NH7, Siddipet Road SH1, Warangal Road NH202,
Nagarjunasagar Road SH3, Srisailam Road SH5, Vikarabad Road SH4, Shankarpalli Road, Lakadram Gate
NH9, and Medak Road SH6.
Screen Lines
Two screen lines were identified for the surveys, one in the north-south (N-S) direction and the other in
the east-west (E-W). The Lingampalli–Secundrabad-Ghatkesar railway line running in the east west
direction was considered as E-W screenline. The Shamsabad-Secundrabad-Bolarum railway line was
taken as a part of the N-S screenline. 7-day volume counts were conducted at 2 major locations i.e.
Erragadda, and Chandarghat on the screen lines, one on N-S line and another on E-W line. At other 30
locations 16 hours - one day count was carried out. The locations were 1.Tellapur Level Crossing 2.
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Inception Report
Lingumpalli RUB 3. Hafeezpet Level Crossing 4. Erragadda (Seven day count) 5. Fathe Nagar RUB 6.
Sanjeevaih Park RUB 7. Paradise Road Crossing RUB 8. Bata RUB 9. Secundrabad Oliphanta Bridge RUB
10. Rail Nilayam Road Crossing 11. Crossing at Tarnaka - ECIL ROB 12. Lalaguda ROB 13. Nacharam ROB
14. NH7 Road Crossing ROB 15. Bolarum RUB 16. Alwal Crossing 17. Ramkistapuram ROB 18. Safilguda
Road Level Crossing 19. Near Oliphanta Bridge RUB 20. Osmania University Entrance ROB 21. Vidyanagar
RUB 22. Barkatpura RU, 23. Amberpet Road RUB 24. Chandarghat (Seven day count) 25. Dabilpura
Underbridge Crossing 26. Dabilpura ROB 27. Yakhuthpura RUB 28. Talabkatta RUB 29. Uppuguda Level
Crossing, 30. Falaknuma Palace ROB 31. Katedan RUB 32. Katedan Level Crossing.
Road side Origin Destination Surveys
Origin Destination (O-D) surveys were carried out at selected points for a continuous period of 24 hours.
The O-D matrices derived out of this survey were used to update the regional trips in the overall base
year O-D Matrix. O-D survey was carried out all outer cordon points (11 nos.).
Speed Studies
Speed and Delay Surveys
Speed delay surveys were organized on major corridors of the proposed network. Following corridors
were surveyed:
• Lakdaram Gate to Batasingram (Lakdaram Gate – Indresam X road Patancheru-JNTU-Kukatpally-
Ameerpet-Lakdikapool-nampalli-Abids-Koti-Chadergat-Malakpet-Dilsukhnagar-L.B.Nagar-
Hayathnagar-PeddaAmberpet-Batasingaram.)
• Bolarum to Falaknuma (Bolaram-Aleal-Lothukunta-Tirumalagiri-Secundrabad-Musheerabad - RTC X
road -Kachiguda X Road-Koti-Afzalgunj-Charminar-Falaknuma.
• Lingampalli to K - Pal (NH 202){ Lingampalli-HCU-Gachobowli-Tolichowki-ehadipatnam-NMDC-
Lakdikapul-Secretariat-Himaytnagar-Narayanaguda-Barkatpura-Amberpet-Ramanthpur-Uppal-
Mamidipalli-Pocharam-Ghatkesar-K-pal.}
• LB Nagar- Ameerpet (LB Nagar-Uppal-Habsiguda-Tarnaka-Secundarabad-Begumpet-Ameerpet)
Spot Speed Survey
The survey was conducted based on direct timing procedure and carried out by using two stopwatches
(electronic, with accuracy of 1/100 sec) for both directions separately at 45 mid-block locations. Speeds
for the following classifications of vehicles were determined: car, two -wheeler, auto-rickshaw, and bus.
On Board Survey
On board surveys were carried out in selected routes of intra-city operation to get the average speeds of
the bus. The on board survey was carried out on one major north-south route and one east-west routes
as follows:
• Haytnagar – Patancheru (along NH9)[ Hayathnagar – LB Nagar – Dilsukhnagar – Malakpet –
Chaderghat – Koti - MJ Market – Nampalli - Lakdi ka pool – Khairahabad – Panjagutta – Ameerpet –
Kukatpalli -Miyapur-Lingampalli – Ramachandrapuram – Patancheruvu]
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Inception Report
• Shamsabad – Medchal (along NH7)[ Shamsabad – Katedan - Zoopark-Nayapul – Afzalgunj – Nampalli
– Secretariat –Ranigunj – Paradise – Bowenpalli – Kompalli - Medchal.]
Household and Willingness to Pay Surveys
Household surveys were carried out in the study area, to understand the socio-economic and travel
characteristics of the resident population. The information sought from these surveys were used in
estimating vehicle ownership levels, trip rates, household size, travel characteristics, trip lengths, modal
share, mode shift change levels, willingness to pay, comfort level, etc. The study area was delineated
into 147 traffic analysis zones. Sample households were selected from each traffic zone based on the
population in the zone. Total number of households surveyed was 10,900, which was the most
significant coverage since HATS between 1982-88.
Commuter Surveys
Commuter surveys were organized at the inter-city bus stands and the railway stations to understand
the travel demand characteristics of passengers moving between Hyderabad / Secundrabad and other
cities/towns, daily or otherwise. This assisted in estimating the intra-city travel demand of the floating
population.
At Inter-City Terminals
Commuter surveys were conducted at the inter-city bus stands and three railway stations to understand
the travel demand characteristics of passengers moving between Hyderabad/ Secundrabad and other
cities/towns, daily or otherwise. The survey was carried out for 16 hours on a typical weekday at
following points: Secundrabad railway station, Nampalli railway station, Kachiguda railway station,
Mahatma Gandhi Bus Station, & Jubilee Bus Station
At Intra-City Terminals
This survey was carried out for 16 hours during a typical weekday. The data collected during the survey
was used to update the regional trip matrix. Survey was conducted at points such as Secundrabad bus
stop and Patancheruvu bus terminal.
Occupancy Survey
Occupancy survey was carried out at screen line points.1. SL 4: Erragadda ROB, NH9; 2. SL 9:
Secundrabad Oliphanta Bridge RUB; 3. SL10: Rail Nilayam RUB; 4. SL14: NH7 Road Crossing ROB; 5. SL17:
Ramkistapuram ROB; 6. SL23: Amberpet RUB, NH202; 7. SL24: Chaderghat RUB, NH9
Criteria for Selection of Transit Corridors
The criteria identified for selection of corridors for proposed mass transit system by considering the
aspects were:
• should be as direct as possible.
• should connect the envisaged growth areas.
• should result in diverting growth outside MCH and promoting TOD.
• should result in minimum land acquisition. Sufficient ROW should be available.
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Inception Report
• should facilitate as far as possible easy grades and curvature.
• should not pass through natural barriers such as water bodies, heritage buildings and
monuments, religious sites.
• should avoid as far as possible, frequent crossing of roads and rail lines.
• should make use of existing rail lines, wherever possible.
Keeping all above in mind, initially long list of corridors were identified as:
Corridor-1A: Patancheruvu - Medchal Industrial Area
This corridor will serve as a connection between the settlements at Patancheruvu and
Ramachandrapuram (R.C. Puram) with the industrial areas at Medchal and Shambupuram. A part of it
lies along the existing railway track between Patancheruvu and Tellapur railway station, which is
presently not used. Part of this corridor passes through proposed residential area as per the Draft
Master Plan - 2020, other than the settlements at Patancheruvu and R.C.Puram. Since this corridor is
partly on the existing railway line and partly on Greenfield areas, it is divided into two parts as follows.
Corridor-1A : Medchal Industrial Area - Hafeezpet R.S.
Corridor-1C : Patancheruvu - Hafeezpet R.S.
Corridor-1B : Patancheruvu - Medchal Industrial Area via Outer Ring road
Corridor-2 : Medchal Industrial Area - Medchal
Corridor-3 : Medchal Industrial Area - Ghatkesar via Outer Ring road
Corridor-4 : Medchal Industrial Area - Secundrabad
Corridor-5 : Lingampalli - Hussain Sagar Junction (This forms a part of MMTS Phase I.)
Corridor-6A : Fatehnagar - Cherlapalli via Goods Train Link
Corridor-6B : Secundrabad - Moula Ali
Corridor-7 : Moula Ali - Ghatkesar
Corridor-8 : Hussain Sagar Junction – Nampalli (This is part of MMTS Phase I.)
Corridor-9 : Nampalli - Kachiguda
Corridor-10 : Falaknuma - Shamsabad
Corridor-11 : Moula Ali - Shamsabad
Corridor-12 : Ghatkesar - Shamsabad via Outer Ring Road
Corridor-13 : Shamsabad - Hafeezpet
Corridor-14 : Gachibowli - Nampalli
Corridor-15 : Kachiguda - L.B. Nagar
Corridor-16 : L.B. Nagar - Secundrabad
Corridor-17 : Kukatpalli - Afzalgunj
Corridor-18 : Afzalgunj - Kotapeta
Corridor-19 : Hussain Sagar Junction - Falaknuma.
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Inception Report
MMTS Phase I lines
The existing Phase I consists of two lines: Lingampalli – Nampalli, and Lingampalli – Falaknuma. Since
there is an overlap in these lines, the Consultants feel that the overlap should be removed for ease of
analysis. Hence, two lines have been identified.
Line-I: Lingampalli - Nampalli via Hussain Sagar Junction. This comprises of corridors 5 and 8.
Line-II: Hussain Sagar Junction - Falaknuma. This comprises of corridor 19.
Transport Modeling
In the base year i.e. year 2004, per capita trip rate including walk was estimated to be 1.5 and that
excluding walk was found to be 0.977, which is marginally higher compared to what was observed in
HATS. The motorized per capita trip rate for the study area was observed to be 0.89.
Volume of Trips for Base year
Number of Trips Per Day by Mode Trips Trips

Purpose (Including (Excluding
Walk Slow 2-W Car Auto Mass Walk) Walk)
Work 5,48,650 3,06,468 12,03,517 54,142 88,560 2,69,392 24,70,729 19,22,079
Education 12,15,439 1,25,126 1,85,231 6,595 1,44,887 4,21,320 20,98,598 8,83,159
Other
1,07,090 7,929 60,281 1,44,887 42,331 17,173 3,79,691 2,72,601
Purpose
Total One
18,71,179 4,39,523 14,49,029 2,05,624 2,75,778 7,07,885 49,49,018 30,77,839
way
Home
Based both 37,42,358 8,79,046 28,98,058 4,11,248 5,51,556 14,15,770 98,98,036 61,55,678
direction
Non-Home
Based both 2,45,926 34,640 2,01,708 18,556 52,718 1,13,558 6,67,106 4,21,180
direction
Total
Household 39,88,284 9,13,686 30,99,766 4,29,804 6,04,274 15,29,328 1,05,65,142 65,76,858
trips
Commuter 1,208 8,072 8,583 23,480 83,292 1,09,945 2,34,580 2,33,372
Outer
372 38,985 81,425 9,416 1,30,198 1,30,198
Cordon
Trip (for
39,89,492 9,21,758 31,08,349 4,53,284 6,87,566 16,39,273 1,07,99,722 68,10,230
HUDA)
Total Trips 39,89,492 9,22,130 31,47,334 5,34,709 6,96,982 16,39,273 1,09,29,920 69,40,428
For analysis of the travel demand, HUDA area was divided into 147 zones. The external zones were
grouped into 10 zones for the analysis purpose. Distribution of trip lengths with respect to percentage of
trips, for the base year, is presented in following Figure 8.
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Inception Report
Figure 8: Trip Length Distribution
Travel Demand Model developed using the TRIPS software was used in arriving at the ridership
estimates for the various route potions considered for ranking as given above. Estimated ridership was
used to arrive at the revenues. Block cost estimates and O&M costs were also prepared for these
options. All the route options considered were evaluated for the economic viability.
Table 8: Peak Hour Ridership on Different Options for Horizon Years (In Trips)
Peak Hour Ridership

Options
2011 2021 2031 2041
Option A 9,419 23,928 29,967 38,782
Option B 33,519 73,691 1,18,998 2,17,072
Option C 8,429 41,800 59,408 87,851
Option D 15,103 40,290 57,481 75,679
Option E 26,573 84,299 93,487 1,02,891
Option F 26,170 69,094 91,071 1,23,200
Option G 40,581 1,23,142 1,79,356 2,58,875
Option H 10,336 28,855 41,044 50,499
Option I 2,721 6,515 8,334 11,266
Option J 5,078 13,242 17,872 23,572
Option M 53,496 1,42,694 1,90,103 2,82,710
Option N 28,475 66,935 92,611 1,34,738
Option O 21,393 53,281 88,229 1,57,439
Option P 9,465 25,239 36,688 51,902
Recommendations
Based on the secondary data analysis and the relative study of different systems RRT and based on the
goals to achieve efficient public transport system with reasonable tariff, scope for privatization and
balanced development in the study area, the Route Options were ranked and shown in Table 9.
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Inception Report
Table 9: Proposed Ranking of Route Option and Proposed System Option
Rank Route Option Places Sub Parts Type
Ghatkesar - Moula Ali - Secundrabad -
1 Option G RRT
Lingampalli
Medchal - Medchal Industrial Area -
2 RRT
Option B Secundrabad
Medchal - Bolarum - Secundrabad -
3 RRT
Option M Falaknuma - Shamsabad
4 Option E Secundrabad - Falaknuma - Shamsabad RRT
5 Option F Nampalli - Lingampalli - Patancheruvu RRT
6 Option N Lingampalli - Nampalli - Koti - Uppal LRT
7 Option O Dundigal - Tankbund RRT (Partially elevated)
8 Option C Ghatkesar - Moula Ali - Secundrabad RRT
9 Option P Nampalli - Koti - Uppal LRT
10 Option H Medchal - Hafeezpet - Shamsabad LRT
Medchal - Gowdavelli RRT
11 Option A Medchal - Patancheruvu Gowdavelli - Hafeezpet LRT
Hafeezpet - Patancheruvu RRT
12 Option I Shamsabad - Hafeezpet/Miyapur LRT
Medchal - Gowdavelli RRT
13 Option J Medchal - Hafeezpet - Shamsabad Gowdavelli - Hafeezpet -
LRT
Shamsabad
Ghatkesar - Moula Ali RRT
14 Option D Ghatkesar - Moula Ali - Shamsabad
Moula Ali - Shamsabad LRT
Recommendations Related to Proposed Transit Master Plan

Depending on the overall ranking a Master Plan was developed for the twin cities of Hyderabad. The
master plan is summarized in the Table 10.
Table 10: Proposed Development Sequence of Route Options
Time Frame Period Section to be Developed Part to Route Option

Medchal - Secundrabad,Ghatkesar - Moula Ali Option B, Option G, Option C,
Time Frame I 2006-2009
- Secundrabad Option A
Secundrabad - Shamshad, Lingapalli -
Time Frame II 2009-2011 Option M, Option F, Option E
Patancheruvu
Time Frame III 2011-2016 Lingampalli - Nampalli - Koti - Uppal Option N, Option P
Time Frame IV 2016-2021 Dundigal - Tankbund Option O
Time Frame V 2021-2026 Shamshad - Moula Ali Option H, Option D
Time Frame VI 2026-2031 Shamshad - Hafeezpet, Hafeezpet - Gowdavelli Option I, Option A, Option J
Conclusions
The study has tried to explore different possible options for the overall development and growth of
Hyderabad, keeping in view the overall idea to reduce the pressure on the main city. With directing
transit oriented development (TOD) as the one of the prime objectives, the study attempts to arrive at
an efficient transport system with reasonable tariff, quality service and adequate capacity build-up,
minimum burden on the government, through private sector participation.
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Inception Report
7 ACTION PLAN FOR TRAFFIC AND TRANSPORTATION

MANAGEMENT IN HYDERABAD METROPOLITAN AREA
Consultant: Committee headed by Sri A. Raghotham Rao

Client: Government of Andhra Pradesh
Background of the study:

Dr. P. Chandrasekhar Rao, Honourable Judge, International Tribunal for the Law of Sea, in June 2004,
sent a letter to the honorable Chief Justice of Andhra Pradesh High Court regarding non-implementation
of traffic laws in Andhra Pradesh in general and Hyderabad in particular. This letter was taken up as a
suomoto writ petition under WP. No. 10360 of 2004 mentioning the respondents as:
1. The Secretary to Govt. of Andhra Pradesh, Home Dept., Secretariat, Hyderabad.
2. Commissioner, Municipal Corporation of Hyderabad, Secundrabad.
3. Commissioner of Police, Hyderabad.
4. Member Secretary Pollution Control Board, Andhra Pradesh, at Hyderabad.
5. Commissioner of Transport, Regional Transport Authority, Hyderabad.
6. The Inspector General of Police (Traffic), Hyderabad.
In response to the writ petition and affidavits filed by the Government the honorable High Court of
Andhra Pradesh issued an order on 16th August 2005, concluding that there was a lack of a plan of action
for streamlining traffic in the cities of Hyderabad and Secundrabad. The court directed the Chief
Secretary to the state of A.P. to appoint a Committee comprising of Officials of Municipal Corporation,
Traffic Police, Public Works Department, RTA Department and also some experts within a period of two
weeks, which were to finalize its report within three months from the date of its constitution.
Government after having examined the matter have decided to appoint the Committee, as ordered by
the honorable High Court, with the following members and will be headed by the Special Chief Secretary
to Government and convened by the Additional Commissioner of Police (Traffic), Hyderabad city. The
Committee consists of:
1. Shri. A. Raghotham Rao
Special Chief Secretary to Government,
G.A.D. (G.P.M & A.R.) Dept Chairman.
2. Commissioner of Police, Hyderabad City Member
3. Commissioner of M.C.H. Hyderabad Member
4. Commissioner of Transport, Hyderabad Member
5. Commissioner of School Education, Hyderabad Member
6. Chief Engineer, Public Works, Hyd. Member
7. Additional Commissioner of Police (Traffic) Convener
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Inception Report
As per the Government Order G.O.Rt.No.1290, dated 27th August 2005, The Committee has also co-
opted Shri N.V.S. Reddy, IRAS, Project Director MMTS & Additional Commissioner (Traffic & Transport),
MCH and Dr.P.R. Bhanumurthy, Associate Professor, Department of Transportation Engineering, JNTU as
members of the Committee to provide necessary technical inputs.
The Committee held 7 meetings to discuss the problem areas and the actions that have to be taken to
improve the traffic flow situation. All the studies conducted earlier by the Municipal Corporation of
Hyderabad (MCH) and Hyderabad Urban Development Authority (HUDA) for identification of locations
for improvement and feasibility studies for new technologies were reviewed. Further, the Committee
held public hearings with all the stake holders (Auto Unions, Interest Groups, Transporters, School
Principals, APSRTC Union, etc.), to get specific suggestions, inputs that are practically implementable and
also result in tangible benefits to the road users. The Committee also invited the public representatives
(MPs and MLAs) belonging to the Hyderabad area to contribute to the Action Plan formulation process
by identifying critical areas for improvement within their constituencies in particular and the city in
general.
Apart from the above, the Committee also took cognizance of the guidelines prescribed in the National
Urban Transport Policy (NUTP) that was prepared by the Ministry of Urban Development (GoI), in
association with Institute of Urban Transport (India) in the year 2002. This document was developed
based on best practices for traffic and transport with a view to solving the major problems experiences
by most of the urban centers in India.
The Committee finally identified, lack of an efficient and comfortable Public Transport System (PTS)
resulting in proliferation of personal vehicles; absence of a sound policy framework of incentives for
public transport and disincentives for private vehicles; and a not so strong administrative machinery to
enforce both traffic discipline and building activity in a desirable manner with a long term perspective as
the main reasons for the current traffic and transport problems of the city.
A multi-phased implementation program broadly consisting of Traffic System Management (TSM)
actions and Road Network Development in the short-term, and development of a Mass Transit System
and sustainable Land-use Planning in the long run was envisaged by the Committee for improving the
traffic and transportation scenario of the city.
The recommendations of the Committee are broadly as under:
• Transport, Land-use planning policy measures:
a) Formation of Unified Metropolitan Traffic Authority (UMTA)
b) Creation of Transportation Development Fund
c) Allocation of budget for Traffic Police
d) Classification of roadways and standardization
e) Zoning regulations
f) Parking norms
g) Traffic Impact Analysis (TIA) for commercial multi-storied building permissions
h) Pedestrianisation
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Inception Report
i) Relocation of religious structures, graveyards, etc.
j) Policy for regulation of hawkers
k) Amendments to Motor Vehicle Act
l) Staggering of school and office timings, and holidays
• Creation of a comfortable and reliable Public Transportation System (PTS) through:
a) Improvement of infrastructure and services of APSRTC
b) MMTS improvements and expansion &
c) Development of Mass Rapid Transit System (MRTS)
• Up-gradation / improvements of road network to withstand the increasing demand by:
a) Widening of roads
b) Construction of link roads/parallel roads
c) Improving connectivity between South & North of Musi River through bridges
d) Construction of Outer Ring Road around HMA along with radial roads
e) Road Over-Bridges / Road Under-Bridges (ROBs/RUBs)
f) Grade Separators
g) Junction Improvements
h) Signalization
i) Signage & Road Markings
j) Bus-Bays/Auto-Bays
k) Truck Parking Lots
l) Pedestrian crossings
• Improvements in roadway construction and maintenance by:
a) Quality control during construction
b) Technology improvements
c) Regulation and monitoring of road cutting by utilities
d) Adoption of the latest contract management practices
• Promoting discipline among the drivers and road users through:
a) Strengthening of Traffic Police infrastructure
b) Creation of online database of RTA licenses and permits
c) Traffic regulation & enhancement of penalties for violations
d) Traffic Education and awareness campaign
• Pollution control measures such as:
a) Strict enforcement of Pollution Under Check (PUC) Certificates
b) Weeding out of old vehicles
c) Use of alternative fuels
• Continuous monitoring and analysis of traffic and transport changes by:
a) Creation and maintenance of traffic and land-use database
b) Travel Demand Modeling
c) Accident analysis
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Inception Report
A summary of the proposed recommendations along with financial requirements is shown in the
following table. Approvals required and changes in the statutes, if any, are also indicated.
Approval of Financial **
Changes in
Description Government Commitment (in
Act/Statute
Required Crores)
1. Short Term Plan (6 Months to 2 Years):
a) Junction Improvements – 142 locations 12
b) Signalization at Intersections – 71 locations 5
c) Area Traffic Controlling Systems with
30
Surveillance Cameras – 150 Jns.
d) Signs & Road Markings – 300 km 4
e) Bus-bays – 106 locations 9
f) Pedestrian Safety – 19 Ped. Signals 1
g) 55 FOBs 53
h) ROBs/RUBs – 15 Nos. 100
i) APSRTC Bus Route Rationalization 2
j) Infusion Of Additional Buses – 500
100
Buses/annum
k) Enforcement & Education (Traffic Police) 10
l) Traffic Police Infrastructure Improvements 90
m) Traffic & Land-use Database 10
n) Enhancements to RTA Database 2
*
IR (GoAP already
o) MMTS Feeder Bus Services – 100 Buses 20
approved)
IR* (GoAP already
p) Common Bus Pass for APSRTC/MMTS
approved)
*
q) Improving frequency of MMTS IR
r) Formation of UMTA
s) Hierarchy of Road System
t) Creation of Transportation Development

Fund
u) Amendments to GO 423 MA (Zoning Laws

and Parking Norms)
v) Traffic Impact Analysis Norms
w) Pedestrianisation
x) Budget Allocation for Traffic Police (for
recurring expenses) from traffic fines
collected
y) Relocation of Religious Structures,

Graveyards, etc.
z) Policy on Hawkers
aa) Amendments to MV Act
bb) Staggering of timings of school, office and

retail outlets
cc) Policy on Hawkers
dd) Amendments to MV Act
ee) Restriction on slow moving trafic
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Inception Report
Approval of Financial **
Changes in
Description Government Commitment (in
Act/Statute
Required Crores)
ff) Restriction on Rallies/Assembly of people on

roads
2. Long Term Plan (2 to 5 Years):
a) Roadway Capacity Improvement (Road
Widening) – 122 km length within MCH and 500
219 km outside MCH
b) Grade Separators – 13 Flyovers 260
c) Link Roads – 2 Nos. & Bridges – 5 Nos.
within MCH; 8 Nos. outside MCH 152
d) Truck Parking Lots - 10 locations 20
e) Construction of Multi-storied parking
90
complexes – 40 Nos.
f) Extending MMTS from Lingampally to
20
Ramachandrapuram -
g) MMTS Phase – II (106 km) 950
h) BRTS for 50 Km 200
i) Outer Ring Road with radials 4000
j) Mass Rapid Transit System (MRTS) – Phase
6360
I (60 km)
TOTAL (Rupees in Crores) 13,000

*IR = Indian Railways
** only significant financial requirements have been projected
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Inception Report
8 FEASIBILITY STUDY AND DETAILED PROJECT REPORT FOR

THE PROJECT OF IMPROVEMENTS TO THE RADIAL ROADS
CONNECTING INNER RING ROAD AND OUTER RING ROAD IN
HYDERABAD METROPOLITAN AREA
Consultant: CRAPHTS Consultants (India) Pvt. Ltd. in JV with National Consultancy for
Planning and Engineering
Client: Hyderabad Urban Development Authority
Need of the study:

HUDA proposed to take up Outer Ring Road Project and improvements to the radial roads for providing
orbital linkage and major arterial roads, so as to facilitate smooth traffic flow on existing major arterials
and Ring Roads. The Radial roads were existing National Highways, State Highways and other identified
Major Arterials. In order to leverage the available limited resources, the radial roads and the proposed
improvements were to be prioritized based on their potential traffic.
Main Objective
The objective of the study was to prioritize of radial roads for taking up the following short term and
long term improvements.
1 Short Term improvements:

i) The short term improvements would inter- alia include.
• At Grade junction improvements by providing signals or channelizes based on
warrants.
• Identification and providing of on street parking including banning the same based
on congestion and land availability.
• Widening of roads at Bottlenecks.
2 Long Term improvements:
ii)Long Term improvements needs to be prioritized with recommendations for taking up

these measures on high potential areas. The long term improvements would
inter- alia include.
• Widening of roads to the ROW with service road.
• Construction of grade separated intersections based on warrants.
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Inception Report
Scope of Services
The Scope of the Study of this assignment comprised of review of the Earlier Studies, Topographic
Survey, Engineering Studies, Engineering Design, Estimation of Costs, Financial viability and Traffic
Potential.
The Consultant shall assess the traffic generation / attraction potential on the radial Roads based on
current traffic scenario and with respect to various proposed developments on the project influence
area for the next 20 years. Directional flow patterns of the projected traffic shall also be considered and
their impacts assessed. The traffic projection studies shall be based on the latest available technologies
and forecast techniques. The Consultant shall elaborate, in detail, the methodology of traffic forecast
study.
Traffic surveys conducted
24 hours traffic volume surveys were carried out at cordon points and 8 hour (08.00 Hr to 12.00 Hr Noon
and 16.00 Hr to 20.00 Hr) traffic volume surveys during peak hours were conducted at Mid-blocks and
intersections. Origin–Destination (O-D) surveys were carried at selected cordon points for continuous
period of 24 hours by road side interview. Speed and Delay studies were conducted by moving car
method during morning and evening peak periods and off peak periods on major arterial roads, sub
arterial and collector roads.
Travel Demand Projection and Assessment of traffic loads on radial roads:
The employment and population in the HUDA area was projected with respect to the proposed projects
envisaged in the different horizon years as per HUDA master plan and the population and employment
allocation on different zones were distributed with respect to the land use transport integration. The per
capita trip rates including walk was found to be 1.50, excluding walk was found to be 0.977 and
motorized trips was found to be 0.89. The
information available from earlier studies
(DMRC report for Metro rail & L&T
Ramboll Report for augmentation of
MMTS Phase-II) were taken as base data
and validated for present day traffic. The
traffic assessment on Radial Roads was
done by assuming three options in modal
split and assumed the loadings on entire
Radial Roads.
After discussions with HUDA officials the
traffic assessment was done for the
modal share of PTS 60%, Cars 4%, Two
Wheelers 25%, Auto Rickshaws 5% and
others 6% and the loadings of these only
considered for further analysis. The highest ADT more than 1 lakh were found on eight radial roads for
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Inception Report
the year 2027. The top five highest ADTs on RR roads are (i) 1.99 lakhs (Radial Road 9: Panjagutta to
Muttangi Jn.), (ii) 1.76 lakhs (Radial Road 7: Panjagutta to Edulnagulapally), (iii) 1.66 lakhs (Radial Road
6: Nanal Nagar Jn. to HCU depot), (iv) 1.59 lakhs (Radial Road 10: Paradise Jun. to Godrej Y Jn. in
Kukatpalli), (v) 1.31 lakhs (Radial Road 13: Cantonment jn. to old Alwal).
Strategic Option Analysis
The imperatives considered for evolving strategic options are present traffic in PCUs, projected traffic
passenger trips in PCUs, existing V/C ratios, serving population, intercity/goods traffic, connectivity to
growth centers, connectivity to regional potential development hubs, impact of MRTS/MMTS,
involvement of non-state government organizations, availability of network and project cost. The
option matrix was evolved and weights were given there to all imperatives. The prioritization of radial
roads arrived from the analysis were ranked as follows:
1. RR-9 (Radial Road-9) from Panjagutta to Muttangi,
2. RR-3 from Rethibowli Jun. to AP police academy,
3. RR-7 from Panjagutta to Edula nagulapalli,
4. RR-2 from NG Ranga Agricultural University to Himayathsagar,
5. RR-14 from Patni jun. to Tummukunta,
6. RR-6 from Nanalnagar to HCU depot,
7. RR-28 from Chandrayanagutta to Srinagr,
8. RR-17 from Habsiguda to Cherlapalli,
9. RR-11 from Balanagar to Saragudem,
10. RR-19 from Uppal jun. to Amrojiguda,
11. RR-8 from Moosapet to BHEL jun.,
12. RR-15 from Mettuguda to Yadgiripalli jun.,
13. RR-18 from survey of India to Mazneerguda Rly stan.,
14. RR-4 from cantonment Y jun. to Gandipet T jun.,
15. RR-20 from Nagole bridge to singaram,
16. RR-29 from Laxmiguda X roads to Mamidipalli,
17. RR-16 from Tarnak to near to Cherial X roads,
18. RR-21 from Nagole bridge to Gourelly,
19. RR-25 from Bhairamulaguda to Manneguda,
20. RR-5 from Shaikpet to Kokapet,
21. RR-26 from Midhani jun. to near Pungulur,
22. RR-23 from Mansoorabad to Thattiannavaram X roads,
23. RR-1 from Aaramghar Jun. to Umdanagar/Kamunmi chervu,
24. RR-31 from Taranagar to Davarguda,
25. RR-22 from Nagole X roads to Gourelly X roads,
26. RR-24 from LB Nagar to Tohas,
27. RR-13 from Paradise Jun. to Old Alwal,
28. RR-30 from HCU depot to Vattinagulapalli,
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Inception Report
29. RR-10 from Paradise Jun. to Godrej Y Jun,
30. RR-32 from Nizampet X roads to near Kazipalle,
31. RR-27 from DRDL jun. to Nimmiguda,
32. RR-12 from Tadban to Kandla kooi.
Recommendations for Immediate Implementation for year2005-06
Base on the detailed analysis the following five roads were selected for Immediate Implementation for
year 2005-06:
1. Radial no.2 from Indra reddy Jun. on IRR to Himayatsagar 6.6 KM for strengthening and
widening of existing 2 lane road to 4 lane divided carriage way with proper shoulders and
adequate footpaths with cross drainage works with space for services was estimated to a
cost of Rs. 12.39 crores.
2. Radial no.3 from Nanalnagar Jun on IRR to APPA jun.10.7 KM for strengthening and
widening of existing 2 lane road to 4 lane divided carriage way with proper shoulders and
adequate footpaths with cross drainage works with space for services was estimated to a
cost of Rs. 16.28 crores.
3. Radial no.28 from Chandrayangutta Jun. on IRR to Srinaga jun 15.66 KM for strengthening
and widening of existing 2 lane road to 4 lane divided carriage way with proper shoulders
and adequate footpaths with cross drainage works with space for services was estimated
to a cost of Rs. 22.56 crores.
4. Chord Link between RR-9 and RR-7 from JNTU Kukatpalli Jun. to Old Bombay road 6.4 KM
for formation of new road/strengthening of existing road to 4 lane divided carriage way
with proper shoulders and adequate footpaths with cross drainage works with space for
services and ROB for main spinal road was estimated to a cost of Rs. 43.00 crores.
5. Radial no.7 formation of road parallel to radial road 7 from Kavuri hills to Hitech City for
avoiding local bottlenecks and for geometric improvements was estimated to a cost of Rs.
11.00 crores.
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Inception Report
9 HYDERABAD BUS RAPID TRANSIT SYSTEM
Consultant: Administrative Staff College of India & The IIT, Delhi

Client: The Greater Hyderabad Municipal Corporation
Objective of the Study:
Preparation of a Detailed Project Report for Hyderabad Bus Rapid Transit System for submission to GOI
for viability gap funding under JNNURM scheme.
Scope of the work:
The scope included planning and design of the BRT system for Hyderabad with conceptual designs, costs
worked out, financial and economic feasibility examined, environmental and social impacts analyzed and
mitigation measures planned. This included overall funding plan, including risk analysis. Institutional
framework and implementation plan was also to form a part of this report.
Structure of the Report:
The report contains 14 chapters covering Executive Summary, A Profile of The City, Existing
Transportation System In The City, Travel Characteristics, Comprehensive Mobility Plan, Busway System
(BWS) Design – Network & Roadway, BWS System Design – Vehicle, Services And Operations, BWS
System Design: Feeder Network & Infrastructure, Integrating Land Use & Transportation and Using Land
as a Resource, Terminals and Parking, ITS and Passenger Information System, Traffic Information Centre,
Proposed Phasing Of Entire Project , Agency/Agencies For Implementation, Operation And Maintenance,
Financial Planning And Cost Estimates and Sustainability Analysis Of The System.
Traffic Survey and Analysis:
For estimating existing public transport demand, the Hyderabad city has been simplified in in to 8
principal nodes that are 1.Kukatpalli(KP), 2. Secundrabad Station (SEC), 3. Tarnaka ECIL X roads (ECIL),
4.Uppal (UPL), 5. Dilshuknagar-LBNagar (DLSN), 6. Charminar (CHMR), 7. Mehdipatnam (MP), 8. Kpti-
Abids (CBD). And the traffic surveys were conducted at seven locations such as Habsiguda Jun, Uppal
Rotary, Amberpet Jun., Fever Hospital Jun., Liberty Jun., Mehdipatnam and Attapur Jun. Traffic Data
were collected for the period of 8 hours on a week day which includes 4 hours in morning from 7AM to
11AM and 4 hours in evening from 4PM to 8PM for a intervals of 15 minutes.
The comprehensive review and analysis of traffic data reveals that the PHPDT (Peak Hour Peak Direction
Traffic) ranged between 9,000 to 27,000 and the PCUs ranged between 2,000 and 5,800. The bus
ridership varied between 3,000 and 13,000 during the peak hour of the day.
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Inception Report
Selection of BWS corridors:
Based on extensive discussions and
consultations with city administration officials
of APSRTC, Hyderabad Traffic police, and
GHMC and synthesis ideas, a total of six
corridors were identified for the design and
development of a user-friendly BWS system.
The project proposals have prioritized three
corridors for immediate implementation as
Phase I BWS and the other three corridors
were suggested for implementation in Phase
II. The list of corridors as follows:
Phase I
BWS Corridor 1: Uppal to Aaramghar–18.8 km
BWS Corridor 2: Mehdipatnam to Aaramghar
– 10.8 km
BWS Corridor 3: Airport connector – from Aaramghar to Shamshabad Inter. Airport – 12.5 km
Total Phase I: BWS corridors length is 42.10 km
Phase II
BWS Corridor 4: Bapughat to Musarambag (Musi North bank) – 12 KM
BWS Corridor 5: Musarambag to Chaderghat – 3.5 KM
BWS Corridor 6: Uppal to Mehdipatnam – 16.5 KM
Total Phase II: BWS corridors length is 32 KM
The proposed BWS corridors were shown in the map given above.
Conclusions:
1. The estimated cost for construction of the road infrastructure on 42.10 km length BWS in Phase I
is Rs 400 crores and the cost for 32 km length BWS in Phase II is Rs. 180 crores. The capital
investment proposed in this report is Rs. 580 crores which includes infrastructure, ITS, bus
terminals, depots, parking lots, and ITS related technology components. The capital rolling stock
are recommended to be arranged through Public Private Partnership (PPP) model.
2. Based on the financial analysis the FIRR is 12.65% and EIRR is 14.5% for Phase I corridors and FIRR
is 12.01% and EIRR is 16.43% for Phase II corridors are financially sustainable. Based on these
detailed financial analysis for infrastructure and rolling stock requirements, it is concluded that
the proposed BWS system is financially viable and also serves the increasing transportation needs
in the city of Hyderabad.
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Inception Report
10 CITY DEVELOPMENT PLAN, HYDERABAD

Consultant: Prepared under JNNURM
Client: The Greater Hyderabad Municipal Corporation
Year: Plan submitted in year 2006
Objectives of City Development Plan (CDP)
The main objective of the CDP was to have a planned growth of the city in the desired direction and to
project Hyderabad as a Global City.
The CDP makes basic policy choices and provides a flexible framework for adapting to real conditions
over time. It emphasizes on issues of priority local concerns for livability, and the implied requirements
in terms of: Jawaharlal Nehru National Urban Renewal Mission (JNNURM)
• Enhancing City Productivity
• Reducing Poverty
• Improving Urban Governance and
• Enhancing Financial Sustainability
The CDP comprises of sectoral plans for the identified sectors for a time horizon of 20 years outlining
policy framework and investment interventions to achieve the vision.
Scope of CDP
The scope of work was to:
• Assess the existing situation with regards to demographic and economic growth, infrastructure
services, municipal finances, etc.
• Identify the gaps in service delivery
• Outline the issues faced by the City’s poor
• Prepare a vision and sectorial strategic framework outlining the goals, strategies,
interventions/projects to achieve the vision
• Formulate a city investment plan with appropriate financing strategies and an implementation
action plan.
• Focus on the reforms to be carried out at the state and local level in consonance with the vision
and strategic plan outlined to sustain the planned interventions.
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Inception Report
Process
The CDP - considered as an inter-sectorial exercise - took into account the existing situation including
assessing the current status
of municipal services, its fiscal
status, operational and
management procedures.
The CDP also took into
consideration the works and
plans of other government
and quasi- government
agencies contributing
towards the growth and
development of the city and
was prepared by undertaking
the tasks:Visioning Exercise,
Situation Analysis,
Formulation of Goals &
Strategies, Capital Investment
Plan & Project Scheduling, Stakeholder Workshop, Presentation and Approval by the Council along with
Draft MoA, Action & Operating Plan indicating the policy and reform measures for improved service
provision and delivery.
The crux of the city development plan is to formulate a shared vision for the city of Hyderabad outlining:
Development objectives and long term environmental, social, economic infrastructure, cultural and
health goals, and Programme of institutional and policy priorities and a definition of sectoral and inter
sectoral goals and development strategies.
10.1 Traffic and Transportation Component

Vision and Strategies
Given the complexity of the urban problems, only multifaceted approach of duly integrating land use
with transportation at the planning stage as a long term measure to structurally integrate this sector
with the overall growth of the Urban Area will be able to give best benefits at least possible cost. It is felt
that an overall vision and strategies for the sector formulated with concerted and sustained campaign
duly addressing issues as under will be able to address transportation related problems
comprehensively.
Vision
The vision of the ‘Traffic and Transportation’ for Hyderabad city is to provide with the safe and reliable
transport system that is sustainable, environmental friendly and to significantly improve the share and
quality of public transport service that would improve the traffic management.
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Inception Report
Table 11: Goals, Service Outcomes for Different Horizon Years
Time Frame
Vision Indicators
2005-06 2011 2015 2021
Road Network as % of Total Area 9% 12% 15% 15%
Share of Public Transport 42% 45% 55% 75%
Rail transport as share of total public
2% 10% 30% 40%
transport
Average Speed - km/h 12 20 30 35
Sidewalks length to Total road length Half of the 75% of the 95% of the
25%
requirement requirement requirement
Usage of alternative fuels 5% 40% 60% 60%
Road accidents Reduced by Reduced by Reduced by
Not known
25% 50% 70%
Hyderabad – City Development Plan
Strategies
Short term measures including immediate trouble shooting actions and TSM actions such as intersection
improvement, signalisation etc., to be taken up regularly. These measures should be taken up on a
continuous basis as the travel characteristics and loading of different links, intersections etc., and
change very frequently owing to natural growth and changes in land use.
Medium term action plan aimed at development of transport infrastructure over a perspective plan
period of 5-10 years to bring about coordinated development among different components. These
measures typically will include various infrastructure projects, which will be directed at network
improvements such as parallel roads, link roads, slip roads, and bridges. Flyovers, alternate
transportation systems such as MRTS etc.
Long-term action plan aimed at development of structure plan for the Urban Area with Transit as one of
the lead components, which will direct the urban growth so as to bring about a structural fit between
transit infrastructure and Urban Growth. This will also examine a comprehensive multi-modal public
transit system to bring about the most optimal mix of commuting within the Urban Area and thus
providing a sustainable transit solution.
Strategies for Planning, Reforms and Institutional Strengthening

Constitution and Operationalisation of Hyderabad Metropolitan Transport Authority (HMTA)
Formation of a Unified/ Integrated Hyderabad Metropolitan Transport Authority (HMTA) for HMA is the
most essential step in promoting integrated land-use, transport development and achieve a balanced
urban structure. HMTA will act as a singular authority in decision making and allocation of budget
regarding all aspects relating to traffic and transport, thus resulting in greater co-ordination between
different departments, efficient use of resources and greater quality of transport system in the city. This
authority should be armed with overriding powers on subjects relating to transportation and have
budgetary control. This authority will be responsible for development of guidelines for sustained
development of HMA.
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Inception Report
Comprehensive Traffic and Transport Study for the entire Hyderabad Metropolitan
Region (HMA)
This strategy is aimed to come out with sustained solutions for the entire HMA as a unit that has
financial and environmental viability. This also includes the current institutional analysis, policy, financial
and service delivery issues.
Ring fencing of RTA, APSRTC, and Railways
The agencies that maintain the database of the vehicular ownership/ population viz. RTA and that
provide public transport for the region shall be ring fenced for effective financial and service delivery
outcomes.
Traffic and Transportation Management using G.I.S. and GPS Technologies
Use of Global Positioning System (GPS), a satellite based positioning and navigation technology, will help
track the position of the public transport vehicles from a central location. This data is very useful in
assessing the performance of the services offered. The same data can be beamed back to the electronic
information boards at bus stops that will display information on the location of the busses and the
expected arrival time. Use of such service has additional benefits in tracking the traffic conditions on the
roadways, delays at intersections, passenger demand, as well as immediate notification to the control
centre in case of accidents, all without any involvement of the driver or conductor. This strategy will also
improve the share of public transport.
Dis-incentivicing the use of private vehicles during peak hours and in the CBDs is one of the key
strategies to address the problems of traffic congestions and delayed journeys and improve the public
transport as well. Congestion pricing during peak hours, differential parking fee, pedestrianisation, and
surcharge on vehicles belonging to other cities/ regions, etc. are some of the strategic disincentives.
Strategy for Finance

Urban Transportation Development Fund
Infrastructure development for efficient functioning of transport system is a capital-intensive process
and a substantial financial burden would have to be shouldered by the government. The state
government or the local bodies do not have the required resources for financing such developments,
thus delaying the projects indefinitely. The Central Government in the National Urban Transport Policy
(NUTP) has recommended levy of direct taxes that would be credited to the account of the ‘Urban
Transport Fund’ and used exclusively to meet the urban transportation needs. NUTP has further
specified that such direct taxes could be in the form of a supplement to the petrol and diesel taxes,
betterment charges on landowners or even in the form of employment tax on employers. Such
provisions will also result in making private vehicular transport more expensive and result in a shift
towards use of public transport systems. A similar approach is recommended for implementation in
HMA.
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Inception Report
Improve the Share of Public Transport
Increasing the Fleet of Bus
As per the standards of GoI, a city should have at least 100 buses per lakh of population. It is also
mentioned that by 2020, this should go up to 250 buses per lakh population. This is also supported by
the prevailing over crowded buses specifically in peak hours. Hence a fleet of 500 buses per annum for
the three consecutive years beginning from the year 2006 will be introduced.
Dedicated Bus corridors, Bus bays and Terminals:
Frequent weaving movements of buses in busy corridors have a significant effect on the speed of traffic.
Further, stopping buses in the face of traffic at bus stops tends to block the traffic moving on the left
lane. Since most of the roads in the city are four lanes with a un mountable central divider, the problem
of traffic blockade becomes even more acute on such occasions. 360 bus bays have been identified for
provision of convenient stoppages for buses without inconveniencing the traffic following them. Further,
dedicated bus corridors and construction of bus terminals at major hubs will ease the traffic flow,
significantly increase the share of public transport and will also improve the comfort of the passengers
through the development of ‘hub and spoke’ system of transport.
Feeder BUS system for “MMTS”
In order to exploit the capability of the Hyderabad Area Rail Transit System, it is proposed to integrate
road based public transportation system with MMTS through a powerful bus feeder network. This
integration will not only act as a catalyst to the proposed system but also will work towards optimization
of the inter modal split. Realizing this, it is proposed to develop feeder bus routes and services to
improve access to the stations and thus encourage people to use the MMTS. The essential features of
this approach are:
• Provision of proper and wide access roads
• Provision of convenient bus services to the rail nodes
• Provision of convenient bus bays and interchanges facilities at railway stations.
• Provision of ample parking areas near the stations to encourage park and ride concept for people
with two wheelers to encourage on to the system.
• Provision of common ticketing system to avoid interchanges.
Better Transport Infrastructure

Junctions and Traffic Signal improvements
This is an area of immediate intervention that can be implemented with marginal investments and
where improvement in the performance can be felt. Hyderabad has about 386 intersections, out of
which 224 are manned and 162 unmanned. While channelization of intersections reduces the conflict
area, they function only when the flows are low in nature and allow sufficient gaps for crossing flows to
accept them. These gaps decrease as the volume of flows increase thereby necessitating physical
stoppage of one of the conflicting flows to facilitate movement of the other. There are number of such
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Inception Report
signalized intersections where in old technology controllers and signal aspects are found to be
ineffective, hence they should be replaced with better LED controlled signal system.
Grade Separators
There are situations where even signalized intersections fail because of excessive queue lengths building
up on all arms. In this situation choice of solution is limited to bypassing the traffic on one or more
directions by grade separation. Typically this situation occurs when the total traffic volume of all the
arms of the intersection is in excess of 10,000 vehicles per hour.
SCOOT area traffic control
There are more than 100 signalised intersections in the MCH area alone. Unless all these signals are
linked with suitable area traffic management system, the overall delays may not come down.
Optimisations of signals as an integrated network will be able to give better results pertain to the core
area. Hence the SCOOT system with traffic detectors on the approaches, assisted by Video Cameras for
incidence detection and management shall be installed.
Traffic Signs and Markings
The traffic in Hyderabad city being mixed in nature and carriage way being a non-standard format, the
carriageway s need extensive traffic signs and road markings to provide guidance for disciplined and safe
driving. It is observed that on many important corridors traffic guidance in the form traffic signs and lane
markings are not up to the standards. It is necessary to standardize the lane markings, edge markings,
median markings, pedestrian crossings, parking zones etc; and locations for installing traffic delineators,
and traffic signs and implemented on all important travel corridors extending over a length of 200 km.
Parking management
Hyderabad, like other cities is confronted with a downtown-parking problem. This problem is aggravated
by excessive population densities, large number of pavement hawkers, side walk encroachments and
heterogeneous nature of traffic and commercial area development along all the major roads. On street
parking surveys conducted during the year 1998-99 have indicated that in 500 m of kerbed space in
Abids shopping area, about 2500 cars are parked during business hours. Average parking duration is
between 100 to 120 minutes. As such it is proposed to demarcate parking stalls and design the parking
fee structure to improve parking turnover. A proper parking policy, which looks at users–pay principle, is
imperative. Off street parking complexes for private vehicles at 22 important nodal points in the city are
required to ease traffic congestion by releasing precious carriage way. Besides there is urgent need to
stream line the para-transit vehicles at major trip attraction centers by provision of suitably designed
para-transit hubs. As many as 23 locations have been identified to implement this scheme. Similarly
there is a need for providing parking spaces for private bus operators. 10 such locations, on all major
arterial roads are identified for this purpose.
Parallel roads
There are situations when alternative roads have to be developed to reduce the load on overburdened
links. Finding space for such development is difficult in densely built up areas of the Urban Area. Only
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Inception Report
possible open areas for such purpose can be created from the vacant space along the river Musi and the
Railway Track. Such a plan will have dual benefits of providing alternate routes and also help in non-
encroachment of important lands.
Road widening
Given that the percentage area covered by roads in the city is a mere 10 % of the total area, road-
widening programme improves channel capacity by adding more area to the circulation channels.
Hyderabad is the only city, which has been able to implement road-widening programme with the
participation of building owners, successfully. 145 congested links have been identified for widening
with 85 of them being already implemented. One such credit worthy program has been Charminar
pedestrianisation scheme, where in it is proposed to divert the heavy flows of traffic passing through
historical monument of Charminar by upgrading parallel roads through road widening.
Link roads
Mere treatment of isolated intersections will not give the required relief beyond certain volumes of
traffic. At this stage it becomes inevitable to look for critical links, which can form alternate paths and
thus distribute the traffic. Nine such link roads have been identified for improvement.
Railway barrier and Musi River crossings
Important barriers for free flow of traffic in the urban area are the River Musi and the Railway lines. It is
essential that these barriers be punctured at as many points as possible to improve connectivity on
either side of the barrier. Such connections develop grid movements and reduce circuitry between the
areas. For instance, a study of time lost due to railway gate closure at Jamai Osmania has shown that
more than 5500 vehicles are delayed amounting to 5 hours of vehicle delay in just 12 hours of daytime
resulting productivity loss to the commuters apart from increased consumption of fuel and increased
levels of pollution. For this purpose ROB/RUBs are identified at 8 locations.
Historically Hyderabad city has grown along two National Highways, NH7 and NH 9. These highways
intersect river Musi between Puranapool and Chaderghat. CBD core has developed in the vicinity of
these intersections and on the other side of the river leading to heavy commuter flows across the
bridges over the river. To relieve this funnelling effect, and facilitate direct north - south flows several
new bridges need to be planned.
Pedestrian crossings
Warrants for pedestrian crossings are as follows:
• Approach speeds are high (Say > 60 kmph)

• Waiting time for pedestrian or vehicles is too long
• Peak hour volume for pedestrian (P) and vehicles (V) are such that PV2 > 2 x 10 for divided
carriageways.
Further, when mid-block volumes are high across a high-speed corridor, a situation having potential to
cause accidents to the pedestrians is created. As a significant proportion of the trips of up to 2 km in
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Inception Report
length are performed on foot and since pedestrians are more vulnerable for involvement in accidents, it
is necessary to protect them through provision of Guard Rails, Zebra Crossings, and Pelican signals or
through Grade separations.
10.2 Traffic and Transportation Sector – Investment Plan

A plan outlay of rupees 5518 crore was recommended to be made for the transportation sector under
the CDP for the period of 2005-12. This may be in recognition of the significance of the transportation
sector that it got the maximum budget allocated compared to any other sector.
Table 12: Traffic and Transportation Sector - Investment Plan (2005-2012) - Rupees in Crores
JNNURM
Component Institution Activity Year 1 Year 2 Year 3 Year 4 Year 5 Year 6 Year 7 Total
GOI GOAP IF/IR Total
Planning, Reforms State Govt. Constitution and Operationalization of
and Institutional Hyderabad Transport Management Authority 5.0 5.0 5.0 5.0
Strengthening (HMTA)
ULB Comprehensive Traffic & Transportation Study
3.0 3.0 6.0 6.0 6.0
for entire HMA*
Transport Assets and utilities mapping using GIS
5.0 10.0 5.0 3.0 2.0 25.0 25.0 25.0
Technology
Transport and Transportation Management
75.0 75.0 75.0 75.0 300.0 300.0 300.0
using GIS Technology
Design and Implementation of IEC campaign for
0.5 0.5 0.5 0.5 0.5 0.5 3.0 3.0 3.0
improved traffic awareness
Capacity building initiatives for better traffic
0.5 0.2 0.1 0.1 0.1 0.1 1.1 1.1 1.1
management
ULBs & Provision of bus bays in identified locations
5.8 5.8 11.6 4.1 1.7 5.8 11.6
APSRTC including signage (347 nos.)
Survey, Land acquisition and provision of bus
bays in remaining feasible locations (assuming 8.2 8.2 4.1 4.1 4.1 4.1 32.8 11.5 4.92 16.4 32.82
500 bus bays over 7 years)
Development of bus terminals at CBDs and
15.0 15.0 15.0 15.0 15.0 15.0 90.0 31.5 13.5 45.0 90.0
growth centres
Dedicated line for bus carriageway (arterial and
sub arterial roads)
Survey to identify the feasible corridors and
5.0 5.0 10.0 3.5 1.5 5.0 10.0
required land acquisitions
Development of required infrastructure
10.0 10.0 20.0 7.0 3.0 10.0 20.0
(signage, signal system, separators, etc.)
Improved Safety, HUDA & ULBs Strengthening existing roads by hot mix/asphalt/
135.0 135.0 135.0 135.0 135.0 135.0 810.0 283.5 121.5 405.0 810.0
Service delivery CC roads - 2600 km
and Customer Up-gradation of important roads 110.0 110.0 110.0 110.0 110.0 110.0 660.0 231.0 99.0 330.0 660.0
Satisfaction by
Junction Improvement roads - 142 locations 6.0 6.0 6.0 18.0 6.3 2.7 9.0 18.0
providing better
infrastructure Signals - 71 locations 4.2 4.2 4.2 12.6 4.4 1.9 6.3 12.6
Flyovers - 39 nos. 75.0 75.0 75.0 75.0 75.0 75.0 75.0 525.0 183.8 78.75 262.5 525.05
Signage and markings 10.6 10.6 3.7 1.59 5.3 10.6
Street Lighting - 4,60,200 nos. 106.0 106.0 106.0 106.0 106.0 106.0 636.0 222.6 95.4 318.0 636.0
Parking Lots/ complexes - 20 nos. 10.0 5.0 5.0 20.0 7.0 3.0 10.0 20.0
Radial Roads - 230 km 283.3 283.3 283.3 283.3 283.3 283.3 1700.0 595.0 255.0 850.0 1700.0
Upgrdation of major link roads 15.0 15.0 6.0 36.0 12.6 5.4 18.0 36.0
Parallel Roads, slip roads, new links - 42 km 40.0 40.0 40.0 120.0 42.0 18.0 60.0 120.0
Truck, Private Bus, Para Transit, Parking Lots - 50
75.0 75.0 150.0 52.5 22.5 75.0 150.0
nos.
Truck Terminals – 5 nos. 30.0 30.0 30.0 30.0 120.0 42.0 18.0 60.0 120.0
ROBs and RUBs - 15 Nos. 46.4 46.4 46.4 139.2 48.7 20.9 69.6 139.2
Improved Subways/ FOBs - 36 nos. 12.0 12.0 12.0 36.0 12.6 5.4 18.0 36.0
Pedestrian Infrastructure/ signage for Pedestrian crossings
ULB
Facilities, comfort 10.0 5.0 5.0 20.0 7.0 3.0 10.0 20.0
and safety
TOTAL* 220.8 1070.9 1068.6 935.4 762.0 731.0 729.0 5517.9 2152.4 776.7 2588.9 5518.0
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Inception Report
In addition to the medium term outlay, longer term outlays were proposed to the tune of 10,950 crores
for major projects mainly targeting public transport system along with the outer ring road.
Table 13: Investments for Increasing Bus Fleet, MRTS, MMTS and Outer Ring Road (ORR)
Institution Activity Total Investments

APSRTC Increasing the Bus Fleet 90.0
Railways MMTS Phase II – 106 km 950.0
MMTS extension – 12 km 20.0
ULB MRTS – 60 km 6360.0
HUDA Outer Ring Road (ORR) – 152 km 4500.0
Total 10950.0
Table 14: JNNURM
Sector GOI GOAP IF/IR Total

Water Supply 1618 693 2311 4622
Sewerage 597 256 853 1706
Storm Water Drains 722 310 1032 2064
Solid Waste Management 361 155 516 1032
Traffic and Transportation 1931 828 2759 5518
Urban Poverty 2288 1144 1144 4576
Urban Renewal 175 75 250 500
Total 7692 3461 8865 20018
55

Inception Report
11 DRAFT MASTER PLAN FOR HMDA, HADA & CDA

Consultant:
Client: Hyderabad Urban Development Authority
Year: Plan prepared in year 2003
Revision of Master Plan - 2020 (2003)
The Draft Master Plan was prepared for HMDA for the horizon year of 2021. The underlying strategy is in
accordance with the Vision 2020 which aims at making Hyderabad a truly world class city with sound
and equitable planning. Considering the current growth pattern, it advocates, accommodating the
future population around the existing main city and other pockets of growth where infrastructure has
already been extended and also a separate category of corridor development with due safeguards to
avoid congestion.
The plan proposes a land use structure based on the following:
1. Choosing the future projections of population.
2. Deciding the allocation of projected population to different components of the Development
Area.
3. Choosing gross residential density norms to be adopted for different components.
4. Computing the extent of land requirement for balance population and identification of vacant
areas for its location.
5. Computing land requirements for civic amenities and services for the residential areas.
6. Evolving suitable circulation pattern. It also proposes the various ring roads in the area.
The plan also states the land use Zoning Regulations, the Building Regulations, and the Layout and
Subdivision Regulations.
The draft plan has identified the implementation process, by detailing the actions to be undertaken, the
agencies to be involved and the sources of funds. The legislative requirements have also been laid down.
Salient Features of Hyderabad 2020 Master Plan
1. Population 2001:
Computed by adding Urban Agglomeration area + Rest of HUDA
Census data of HUA = 57,51,780
Rest of HUDA = 6,25,771
TOTAL = 63,83,033
MCH = 36.33
10 mplts = 17.17
Other parts = 8.29
Cantt = 2.04
56

Inception Report
2. Future Projection of Population
(i)Total aggregate decadal growth of 36.8%

2011 = 86,86,670
2020 = 1,19,45,411
(ii) By taking decadal growth of each component areas separately

MCH @ 19.34 = 51.74 for 2020
10 Municipalities @72.08 = 50.86
Cant @ 19.3 = 2.91
13 out growths @ 42.95
5 Census towns @26.52
Rural population @108.65
4.5.6 locations @83.02 = 30.93
By 2011 = 90,54,932
2020 = 1,36,42,952
(iii) Recommended for Master plan preparation
By the year 2020 TOTAL = 1,356,42,952

3. Changing population shares
2001 2021
MCH 58.8% 38.75%
10 Municipalities 27.79% 38.09%
Other parts 13.42% 23.16% (Cantt excluded)
4. Density levels
Density by p/sq km
Area 2001 2011 2021
MCH 172.6 210.49 251.16 299.77
10 Mplts 418.58 41.02 69.26 121.51
Other parts 1273.9 6.51 12.38 24.28
Cantt 40.17 50.78 60.74 72.44
TOTAL 1905.04 33.51 47.53 71.62
57

Inception Report
5. Workers share @ 33 % participation rate
% workers Survey % assumed No of workers
Employment category 1991 1998 2020 for 136.43
Cult + Ag 7.1 3.26 3 1.35
Manuf + House hold 25.38 16.58 20 9.00
Construction 7.94 0.93 5 2.25
Trade & comm. 22.51 39.62 30 13.51
Transport & Comm 10.45 2.17 7 3.15
Other services 26.6 37.44 35 15.76
ALL 100 100 100 45.03
6. Density adopted for future planning
Area Density by 2001 Adopted density by 2020
MCH 483.11 550 pph
Other Huda 118.88 250 pph
7. Based on Residential Density land requirements
Area Land available on 2000 Required for 2020 Additional need
MCH 75.2 94.05 18.87
10 MPL & Huda 214.17 327.16 112.99
TOTAL 289.57 421.23 131.86
Instead of 327.16 sq km area required, increased to 500.57 sq km
8. Commercial land , for District Commercial Centers
i. Serlingmpally 20 ha
ii. Somaram 37ha
iii Vatti Nagalpally 54 ha
iv Ameerpur 37.23 ha
v Madharam 56.00 ha
vi Kachvani singafram 36.00 ha
9. Whole sale trade
i. Gandham guda 30.0 ha
ii Bowenpally 39.87 ha
iii Dharmaram 33.0 ha
iv Dommara Pochampally 40.0 ha
v Kurdanur 18.0
vi Dulapally 27.0 ha
58

Inception Report
10. Manufacturing
For 9 lakhs employees @ 80 sq m per worker = 72 sq km
As available on 2000 MCH = 3.08
HUDA = 60.81
PROPOSED = 74.69 sq km
11. Public Use 45 sq km
12. Multiple use 15 ha at several places
13. Solid waste
i Anushapur 17 ha Per capita rate = 607 g
ii Madharam 26 ha WB = 413
iii Fathulaalguda 22 ha for 2239 t = 511 ha, 1523 t = 348ha
iv Muthangi 18 ha land fill 10 m
v Gandhamguda 10 ha Reduce, Reuse, Recycle, Recover 350
14. Sewage plants locations
i. Amberpet 49.2 ha
ii. Nallacheru 13.16 ha
iii. Nagole 48.0 ha
iv. Nandi musali 1.56 ha
v. Sujaguda 2.4
vi. Attapur 12.0
vii. Balanagar 6.0
viii Bowenpally 6.0
ix. Mallpur 6.0
15. KVA stations
i. Shamerpet 0.25 ha
ii. Jawaharnagar 0.13 ha
iii. Malkajigiri 0.17 ha
iv. Ramanthapur khurd 0.11 ha
v. Bachpally 0.42 ha
vi. Attapur 0.34 ha
vii Saroornagar 0.12 ha
viii Attavas 0.34 ha
16. Krishna water storage areas
i. Karmanghat 21.8 ha
ii. Sahabnagar 5.0 ha
iii. Meerpet 0.14 ha
59

Inception Report
17. Open spaces 96.57 sq km
18. Conservation 490.93 sq km
19. Forest 88.41 sq km
20. Water bodies 169 lakes 95.44 sq km
21. Special areas Heritage, etc
22. Transport and communications
90 m width 486.02 km 43.74 sq km
60 m 179.79 10.7
45 m 17.0 0.77
36 m 51.05 2.27
30 m 820.91 40.59
24 m 47.79 3.63
20 m 12.16 0.41
18 m 89.38 2.57
12 m 1.5 0.04 (no road to be less than 12 m)
Total 2417.49 104.83 Area 13.46 %
Today 1104 35.41 Against 6.16 % today
23. Truck terminals
i. Somaram 6 ha
ii. Kompally 15
iii. Rampally 1
iv. Torrur 20
v. Tondapally 16
vi. Budcvel 81
vii. Kollur 43
viii. Ameerpur 32
ix. Dundugal 63
x. Mupaur 244
24. Radial Roads 219 Km
25. Bridges across Musi 8 No’s
26. RUB & ROB 30 No’s
27. Building regulations
i. Based on area < 250 sqm, > 250 – 2500 , > 2500 sqm
ii. Based on road width <18m, and > 18m
FAR varies from 1 to 2.5, common areas included
PARKING SPACE 20 to 50 % + visitors parking 10 to 40 % of parking
EDC Rs 400 / sq m
Set back rules for building and shops modified, 6m set back
60

Inception Report
28. Expressway and major arterial regulations
Access control, Building line control, service road controls specified
No plots in layouts shall face any NH or SH, Ring, Radial and Expressways or 30 m roads, access
only through 9m service road
All 18m and more roads in a layout shall have a mandatory building line of 9m and such plots
can be used for commercial and institutional purposes subject to other requirements.
29. Layout regulations
Creating hierarchy of roads separating internal road from through traffic roads
Provide common spaces 10 %
Open space 10%
Maximum area under plots 50%
30. Cyberabad Development Area (CDA)
To develop a futuristic city exclusively catering to the knowledge sector economy, GoAP through HUDA
has notified the Cyberabad Development Area (CDA) covering an area of 52 sq.kms consisting of 17
revenue villages. CDA covers the area around Hi-Tec city at Madhapur, International Institute of
Information Technology (IIIT), International School of Business and intervening areas as a modern
enclave in consonance with the concentration of such institutions in the area. A new master plan for
CDA has been prepared and notified. CDA is expected to accommodate a population of 1 million and is a
self-contained city with necessary infrastructure facilities and amenities for developments are planned
considering the proposed “Knowledge Corridor”. A special area development authority called
“Cyberabad Development Authority” is currently implementing the master plan.
31. Draft Master Plan for Hyderabad Airport Development Area (HADA) - 2003
An area of 485 sq.kms at Shamsabad has been declared by GoAP as "Special Development Area", under
the Andhra Pradesh Urban Area (Development) Act 1975. This area contains 70 surrounding villages and
19 hamlets, which would be developed in two phases earmarked as 2006 and 2010. As per 2001 Census,
population of HADA is approximately 1.54 lakhs and is expected to grow to 20 lakhs by 2021.
Following are the salient features of HADA master plan:
• Development regulations have been made simple and development friendly by allowing all
activities in all zones except those which are industrial or hazardous with an emphasis on
adequate road network and setbacks on urban design parameters.
• HADA master plan is to promote and encourage Sectoral development with good straight and
wide roads through licensed developers.
• 273 sectors with rectangular iron grid have been proposed, with an average size of 200 acres and
population ranging from 4,000 to 20,000 persons.
• All new developments are proposed to be facilitated through public-private and private-private
partnership through a land pooling scheme (minimum area 40 ha) and layout developments of
industrial areas (minimum area 4ha).
• Proposed development areas will to be linked with MMTS service.
61

Inception Report
12 INTEGRATED ENVIRONMENTAL STRATEGIES (IES) STUDY

FOR CITY OF HYDERABAD, INDIA
Prepared by: Environment Protection Training and Research Institute, Hyderabad

Prepared in: year 2005
United States of Environmental Protection Agency (USEPA) and United States Agency for International
Development (USAID) have initiated the Integrated Environmental Strategies (IES) analysis in India. One
of the objectives of this study was to carry out Air Quality (AAQ) and Green House Gas (GHG) analysis for
Hyderabad Urban Agglomeration (UA) covering major contributing to air pollution, including the
transportation and industrial sectors, and to assess the likely reduction in pollution and GHG levels due
to various proposed mitigation measures.
In process of data collection Emissions Inventory has been done. As part of the study, data was collected
at over 550 small, medium and large scale combustion sources located within study area. Apart from
this air quality and traffic congestion issues have been correlated well using transport related
information available from earlier studies. As a part of the IES-India program, scope of work for this
study has following components:
- Scenarios for more effective bus transit service.
- Traffic management and measures to improve traffic flow.
- Technology/training measures relating to two-stroke vehicles.
The study utlises mostly data gathered as part of the earlier studies primarily “DPR for Metro Phase-I by
RITES in year 2003” related to;
a) Turning Movement, Traffic Volume Count along with vehicle occupancy at 29 major junctions,
b) Road network inventory
c) Speed & Delay Survey
d) Traffic signal time survey
e) Parking Survey
f) Pedestrian Surveys
g) Passenger Opinion Survey
h) Drivers Habits of 2 & 3 Wheelers
i) Household Surveys.
Recommendations are as follows

- Improved bus transit can attract traffic from modes such as 2 & 3 wheeler and cars and reduce
vehicular emissions significantly. Therefore, more effective bus transit services should be
provided in Hyderabad.
- Traffic management and measures such as removal of side friction, segregation of vehicles and
pedestrian traffic and synchronization of traffic signal should be implemented on all the
62

Inception Report
corridors where they are feasible. These measures do not cost much and are very effective in
reducing vehicular emission levels. Although long flyovers with numerous ramps attract higher
traffic as compared to BAU scenario, they can still reduce emissions. Training programs and
publicity for better maintenance of vehicle and proper driving habits for 2-stroke vehicle drivers
should be carried out regularly.
The report has nicely mapped the environmental (air pollution) issues with respect to traffic and
congestion and recommends use of mass transport system to combat the same.
63
Hyderabad Metropolitan Development
Authority
INCEPTION REPORT
Volume - III: STUDY APPROACH AND METHOD
APRIL 2011

VOLUME III: Consultancy Services for
STUDY APPROACH AND METHOD

Inception Report
CONTENTS
1. STUDY APPROACH .................................................................................... 1-1
1.1 INTRODUCTION....................................................................................................... 1-1
1.2 ISSUES ..................................................................................................................... 1-1
1.2.1 Socio-economic Conditions ..........................................................................................1-1
1.2.2 Demography .................................................................................................................1-1
1.2.3 Economy of HMA ..........................................................................................................1-3
1.2.4 Establishing Consistent Base Line Data .......................................................................1-4
1.2.5 Strategy for Immediate Action Plan ..............................................................................1-4
1.2.6 Need of a Rigorous Modeling Strategy .........................................................................1-6
1.2.7 Hyderabad Region freight traffic needs.........................................................................1-6
1.2.8 Hyderabad Region Passenger Traffic Needs................................................................1-7
1.3 FRAMEWORK .......................................................................................................... 1-7
1.3.1 Define Vision and State Mission ...................................................................................1-7
1.3.2 Data Base and Information ...........................................................................................1-8
1.3.3 Analysis and Problem Domain ......................................................................................1-9
1.3.4 Models for Decisions.....................................................................................................1-9
1.3.5 Land use Transport Strategies....................................................................................1-10
1.3.6 Assessment of Travel Demand Scenario ....................................................................1-10
1.3.7 Evolving alternative Transport systems plans .............................................................1-10
1.3.8 Evaluation of Alternatives ...........................................................................................1-10
1.3.9 Implementation strategy of the selected Plan .............................................................1-10
1.3.10 Feasibility of Multi-modal Public Transport System ....................................................1-10
1.3.11 Institutional, Fiscal and Implementation Measures .....................................................1-10
2. STUDY METHODOLOGY ............................................................................ 2-1

2.1 INTRODUCTION....................................................................................................... 2-1
3. UTP MODELING SOFTWARE AND CONCEPTUAL MODEL DESIGN ..... 3-1

3.1 INTRODUCTION....................................................................................................... 3-1
3.2 OVERVIEW ............................................................................................................... 3-1
3.3 EMME/3 – THE SHORTLISTED SOFT WARE ........................................................ 3-3
3.4 SUB AREA FOCUSING ............................................................................................ 3-4
3.5 DATA EXCHANGE WITH GIS DATA BASES .......................................................... 3-4
3.6 MODEL CHARACTERISTICS .................................................................................. 3-4
3.6.1 The EMME/3 Network Modeling System ......................................................................3-4
3.7 CONCEPTUAL MODEL FRAMEWORK ................................................................... 3-5
4. WORK PLAN/ACTIVITY SCHEDULE ......................................................... 4-1

4.1 ACTIVITIES/ TASKS ................................................................................................. 4-1

Inception Report
LIST OF FIGURES
Figure 1-1: HMA’s Transportation Problem Dimensions .............................................................................1-1
Figure 1-2: Growth Rates of population During 1991 - 2001 in Surrounding Municipalities of MCH ........1-2
Figure 1-3: Proposed Growth Centres in Erstwhile HUDA ..........................................................................1-2
Figure 1-4: Overall Approach of the Study.................................................................................................1-11
Figure 2-1: General Approach and Methodology for Preparation of IAP .....................................................2-6
Figure 2-2: Typical layout of speed flow survey .........................................................................................2-15
Figure 2-3: : Three components of travel viz. I-E, E-I and E-E of total travel demand of HMA .................2-20
Figure 2-4: Typical Coded Transport Network Map and Road and Transit Network Attributes in EMME .2-25
Figure 2-5: Modeling Framework ...............................................................................................................2-27
Figure 2-6: Typical Household Size Model ................................................................................................2-28
Figure 2-7: Typical Household Workers Model ..........................................................................................2-29
Figure 2-8: Typical Household Income Model ...........................................................................................2-29
Figure 2-9: General Form of the Mode Choice Model ...............................................................................2-31
Figure 2-10: General Form of the Access Mode Choice Sub-Model .........................................................2-32
Figure 2-11: General Form of the External Trip Model ..............................................................................2-32
Figure 2-12: General Form of the Goods Vehicle Model ...........................................................................2-33
Figure 2-13: General Evaluation framework of Land use Scenario ...........................................................2-37
Figure 2-14: Typical procedure followed towards selection of preferred landuse strategy .......................2-38
Figure 2-15: Identification of additional transport network .........................................................................2-39
Figure 2-16: Major / Minor growth centres in HMA surrounding Region ...................................................2-41
Figure 3-1: The Four Stage Urban Transportation Modeling Systems ........................................................3-2
Figure 3-2: Modeling Framework .................................................................................................................3-6
ii

Inception Report
1. STUDY APPROACH
1.1 INTRODUCTION
There are unique needs of Hyderabad Metropolitan Hyderabad Metropolitan Area
Area which have bearing on the approach to be TRANSPORT DIVISION
followed for the comprehensive transportation
study. Consultants have tried to summarize below
some issues which necessitated the need for fresh PASSENGER
FREIGHT
(Intracity & Intercity)
approach.
1.2 ISSUES M PRIVATE PUBLIC INTRA-CITY INTER-CITY

O
Main transportation problem’s dimensions in HMA D
ROAD BUS RAIL SOLID TERMI-
E
are presented in Figure 1-1. WASTE NALS RAIL
ROAD
WORK
1.2.1 Socio-economic Conditions MILK SEZ’S
AIRPORT
P BUSINESS
Apart from being a historical city, Hyderabad has UEDUCATION BREAK INDUST- ICD
R BULK RIES
grown in to a mega city with the thrust to be a world P SHOPPING
class IT and financial hub. Now Hyderabad O SOCIAL WARE-
S WATER
Metropolitan Area (HMA) with close 10 million RECREATION
E
HOUSING
population size, extending over an area of about OTHERS

seven thousand sq.km. Being the IT hub and
business magnet, Hyderabad has developed the Figure 1-1: HMA’s Transportation Problem Dimensions
cosmopolitan look in its character. The socio-economic strata of varies from multi millionaires to slum
dwellers, with wide ranging income levels. It is estimated that about 30% of the resident population live in
slums with sub-standard living conditions. A large majority of the population needs to be served by a
comfortable, economic and environment friendly mass transport system. The population in high income group
could be look for an efficient road system to meet their travel needs, apart from efficient public transport
system in HMA. In view of this, the approach for preparation of a comprehensive transportation plan should
have the bearings to meet the aspirations of population with wide ranging socio-economic
backgrounds.
1.2.2 Demography
Demographically, the HMA is tending to be polycentric with rapid growth of fringe areas both in terms of
employment and residential choices in them. This is evident from the rapid growth of population recorded
during 1991 to 2001 in the erstwhile Municipalities like Serilingmapalli, Kukatpalli, Qutbullapur, Alwal, Kapra,
Malkajgiri, Uppal, L.B.Nagar, Gaddiannaram. The growth of population in these Municipalities varied from
52% to 103% while the growth in MCH was around 19% as shown in Figure 1-2. The master plan of HUDA
2011 envisages the development of district centres in the fringe Areas of MCH as shown in Figure 1-3. The
master plan proposals will propel growth in the outer area of GHMC and increase the interaction between
MCH and outer municipal areas. Thus the overall situation of demography of HMA is dynamic and fast
changing. It is expected to continue in future with the fringe areas getting denser and larger in population
creating excessive demand for transportation.
1-1

Inception Report
Uppalk. M 103%
Rajen. Ngr M 88%
Qutbul. M 81%
Malkaj. M 80%
L.B.Ngr M 72%
Alwal M 65%
Kapra M 63%
Seriling. M 63%
Kukat. M 56%
Gaddin. M 52%
Sec. Cntt 21%
MCH 19%
Ramach.-CT 13%
Os. Univ 10%
0% 50% 100% 150% 200%
Figure 1-2: Growth Rates of population During 1991 - Figure 1-3: Proposed Growth Centres in Erstwhile
2001 in Surrounding Municipalities of MCH HUDA
Hyderabad metropolitan area is becoming more and more polycentric with employment centres getting
distributed over space and residences getting located on the basis of accessibility to work, schooling, social
circles, relations, recreational and cultural centres etc. While eastern sub region (Uppal, Vanastalipuram and
LBNagar) has accommodated the lion’s share of the HMA’s population living outside the core area of
Hyderabad, areas such as Rajendranagar, Langer House, Tolichowki in the south-western sub-region,
Gachibowli, Kondapur, Lingampalli, Madhapur, in western sub-region, Miyapur, BHEL, Nizampet, Kukatpalli,
in the north-western sub-region are catching up at a faster rate. Thus, overall, situation is dynamic and
continuously in flux. For this reason, consultant willapproach the planning of the region with a validation
of residential choices as they are and as they are expected to be in near and far distant future. This
will be in addition to the input received from HMDA regarding existing and future population levels of different
sub-regions.
DEMOGRAPHY TRANSITION (HMA)
Hyderabad has gradually transformed itself from a
monocentric to polycentric city. Transformation has been ‘by-
design’ (Hyderabad) as well as organic (Eastern, Northern,
Western & Southern Regions). Proportion of population living
outside the erstwhile MCH boundary has increased from 45%
in 1981 to 53% in 2001. Apart from the proportion, size of this
population has increased by more than two-folds i.e., from
1.8 million to 4.0 million while that of Greater Hyderabad has
registered an increase of 1.6 times i.e., from 2.2 million to 3.6
million in the last two decades.
Looking closely at the distribution of population, it can be said

that most of the growth has been in the eastern and western parts of sub-urbs namely LB Nagar, Vanastalipuram,
Nagole, Uppal, Hayath nagar in the East; Kukatpalli, Nizampet, Miyapur, Ramachandrapuram, Serilingampalli,
Gachibowli, Kondapur .Patnchervu in the West. Significant growth is also noted north eastern sub-urbs like ECIL, AS
Rao Nagar, SainikPuri, kapra and Kisara. However the growth in the northern (Kompalli, Alwal, shameerpet and
Medchel) and the southern (Rajendranagar, Shamshabad, Chandrayangutta, Barks and Badagipet) chords along (NH7)
has been comparatively low.
1-2

Inception Report
1.2.3 Economy of HMA
HMA has multi-sectoral economic base with many institutes of regional, national and even international
importance besides industries like pharmaceuticals, heavy electricals, processing units located in it. Further,
as discussed in the box below, this multi-sectoral economy of Hyderabad region is undergoing a change with
modernisation of industrial sector and birth of new sectors such as financial services and IT/ITES, freight
logistics and entertainment. Majority of these establishments, by their very nature, are more labour intensive
than machine based. For this reason, location of these firms will be largely decided by the availability of skilled
and trained manpower and their accessibility. In view of this Consultant willcarry out spatial analysis at various
sub-regional levels. To be precise, this will require analysis at four levels:
• LEVEL 1 : HMA and the inter-relationships among its designated sub-components such as
o Central Region
o Eastern Region
o Western Region
o Northern Region
o Southern Region
o North-eastern Region
o South-eastern Region
o South-western Region
o North-western Region
• LEVEL 2: Each of the sub-components will further be divided into sub-regions e.g., the Eastern Region
could be sub-divided as LB Nagar, Vanastalipuram, Nagole, Uppal, Hayath nagar etc.,
• LEVEL 3: For each of the sub-region above, detailed models will be established relating individual travel
characteristics to their socio-economic characteristics. Also, in consultation with local bodies and also by
analysing the ongoing and expected trends, a general economic outlook of each of the sub-region will be
established which will act as a base for establishing and projecting the travel demand.
• LEVEL 4: At this fourth and final level, a framework will be established relating traffic impact of any major
development on immediate surroundings. This will help HMDA or other local agencies to assess planning
application for such developments vis-à-vis their traffic impact and prepare mitigation/improvement
measure for the same. (This will be in addition to the travel demand modeling framework and will be
largely based on establishment, workzone /workplace survey.)
ECONOMY OUTLOOK
Hyderabad (Urban) District came into existence in August 1978 consequent to formation of a new District, Ranga Reddy
from the erstwhile Hyderabad District. It is the largest city in Andhra Pradesh and the sixth largest city in India. It is not
only the administrative capital, but also the economic and financial capital of Andhra Pradesh (fourth largest state in
India). Hyderabad was ranked the second best Indian city for doing business in 2009. It is known as the city of pearls,
lake and, lately, for its IT companies. Products such as silverware, saris, and Kalankari paintings and artifacts, unique
Bidri handcrafted items, lacquer bangles studded with stones, silk ware, cotton ware and handloom-based clothing
materials are made and traded through the city for centuries. A store at Laad Bazaar selling bangles and jewellery. The
Laad bazar and the Charminar market area are famous for pearls.
Hyderabad is a major centre for pharmaceuticals with companies such as Dr. Reddy's Laboratories, Matrix Laboratories,
Hetero Drugs Limited, Divis Labs, Aurobindo Pharma Limited, Lee Pharma and Vimta Labs being housed in the city.
Initiatives such as Genome Valley, Fab City and the Nano Technology park are expected to create extensive
infrastructure in bio-technology.
Many International and National Business Houses have set up retail chains here. The city has multiple Central Business
Districts (CBDs) .There are many major shopping districts from the older Charminar area to newer Kukatpalli. For
advancement of economic character of the city, government is building a skyscrapers at Manchirevula, with a 450 m
super tall structure with APIIC Tower at its centre.
1-3

Inception Report
From 1990 to 2001, the economic profile of Hyderabad has undergone steep transformation wherein the traditional
manufacturing sector was replaced by the knowledge based sector, IT and IT Enabled Services (ITES) along with the
biotechnology sector. The government policies have enabled the rapid growth of this sector through a series of initiatives
and programs. While the core city of Hyderabad is saturated, the developments are ongoing in the sub-urban areas. Key
drivers of the city development are: HITEC City; International Airport at Shamsabad, Apparel/Industrial Parks,
Biotechnology Park, Convention Centre, Special Economic Zones (SEZs), Mega City Project, Integrated Townships and
Other Development, Singapore Residential Township in the far-flung Ghatkesar route etc.
Economic change: Starting in the 1990s, Hyderabad’s economy has shifted from a primarily service city to a more
diversified profile (comprising of IT, trade, commerce, industry, transportation, storage, communication and construction
sectors). Service industry is the major contributor, with urban workforce constituting 90% of the total workforce. While the
manufacturing sector (pharmaceuticals, heavy electrical, electronic goods, and other industrial products), especially the
pharmaceutical industry is expected to play a dominant role even in future. Tertiary sector is emerging as the main
employment generator.
Hyderabad is the largest contributor to the State’s Gross Domestic Product (GDP), state taxes and excise revenues and
has reached high levels of commercialization and monetization. In terms of growth, GDP at current prices has grown at a
compounded annual growth rate (CAGR) of 10.7% over the five year period (FY2000 to FY2005). In real terms, GDP (at
constant prices of 1999–2000) has grown at a CAGR of 6.9% over the five year period. The above rapid growth in GDP
has resulted in increased per capita income, at current prices, which has grown from Rs.22,777 in 1999–2000 to
Rs.32,789 in 2004–05 at a CAGR of 9.5%. In real terms, the per capita income during this period has grown at a CAGR
of 5.7%.
IT is the overwhelming driver of the urban economy, accounting for 72% of output, steering the “modernization” of the
north-west side of the metropolis, particularly where the IT complexes (such as Manikonda, High Tech City, Ghachibowli)
tend to be concentrated.
1.2.4 Establishing Consistent Base Line Data

Approach for the study is hinged on the quality of data collected and the robustness of the model which will be
developed on the basis of the data. As it has been discussed earlier, demographic and economic situation of
the city is dynamic and to a certain extent, uncertain and difficult, if not impossible to predict. This
necessitates that the data and models developed during the study are adaptive to the changing scenario of
socio-economic data in various sub-regions of the study area. For this reason, consultant willconcentrate
on establishing a robust baseline relational database and deliver as a geographic information system
(GIS). This will be followed by modeling framework which can be rerun with changing parameters scenario
such as demography, economy, sociological influencing the travel demand, and parameters like system
capacities, pricing, public transport supply, tariff levels and frequency determining the supply side of
transportation.
1.2.5 Strategy for Immediate Action Plan
1.2.5.1 Improvement of Intersections:
Immediate action plan is intended to provide relief to the highly problematic locations in handling the traffic on
day to day basis. As envisaged in the TOR, a selection of 30 numbers of intersections/junctions will be made
in consultations with the clients from amongst a total of about 200 major intersections. This is with a view to
develop the approach/methodology of studying the problems of the intersections and the strategies to evolve
the solutions in mitigating the problems and provide respite to traffic circulation in the network. This will
facilitate the clients to study and develop appropriate improvement measures on their own by extending the
approach suggested in the study.
1.2.5.2 Area wide traffic management plan/schemes:
It is needless to say that improvement of one or two locations will not significantly change the traffic
operational efficiencies. This is to say that improvement of one intersection may affect adversely the
operations at the neighbouring intersections. Therefore it becomes necessary to identify and select a group of
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intersections extending over an area of 4 to 5 sq.km in the most busy areas of the city. Over the selected area
the traffic flows at the intersections and the network/links connecting these intersections will be closely studied
to optimize the discharge of traffic over the network linking the intersections. This would includes traffic
regulations like one way streets, prohibiting certain turning movements, imposing parking restrictions,
redesigning of intersections with a view to maximize the inflow and out flow of the group of intersections. This
would also involve suggesting area traffic controlling systems which could be centrally monitored and
operated. Under this study a total number of five areas will be identified in consultations with the clients.
1.2.5.3 Corridor improvement schemes:
Hyderabad being a very large and densely populated city contains some of the corridors carrying very long
distance trips which need to be given due attention to improve their operating speeds to minimize the overall
travel time and monitoring efforts. The length of the corridors to be selected in consultation with the clients
may extend to about 15kms.
1.2.5.4 Pedestrian facilities:
In general pedestrians are the most vulnerable group of road users and as such maximum people dying of
road accidents are pedestrians. Much of the problems faced by pedestrians are due to inadequate or total
absence of the facilities for their safe passage along and across the vehicular traffic movements. Keeping this
in mind, it is considered necessary to give due attention for assessing the required pedestrian facilities in
areas with intense pedestrian activities/traffic. While the earlier cited studies relating to intersection
improvements, area traffic management, corridor improvements will include these studies relating to
pedestrian facilities, it is considered necessary to cover about 50km of road stretch on the network to identify
and design the pedestrian facilities. These locations will be duly identified in consultations with the client.
1.2.5.5 Parking facilities and regulations:
The growing vehicle ownership in the country in general and the Hyderabad in particular is generating heavy
demand for parking and resultant occupation of carriageways reducing the discharge of traffic both on arterial
roads as well as distributor roads. The problem of parking gets aggravated in commercial areas like shopping
centres, recreational areas, and office complexes. With a view to identify the policies and control to manage
the parking demand and reduce the problems of parking certain selected areas ( two or three areas) will be
identified in consultations with clients. In these area scientifically designed parking studies will be conducted
to assess the parking characteristic of private vehicles (4/2 wheelers). On the basis of these study results
policies and control/regulations will be evolved for the areas covered for this purpose. These studies are
expected to provide guidance to the local bodies to conduct similar studies in the areas under their
jurisdictions.
1.2.5.6 Improvement of traffic circulations at Terminals:
The terminals of transport systems generate huge demand for circulation place because usually there will be
change of mode for passenger travel and transhipment in the case of goods traffic. To understand the
requirements of passenger terminals and truck terminals in the Hyderabad city one intercity and one Intra-city
terminals will be selected in consultations with clients for both goods and passengers for effecting the studies.
1.2.5.7 Preliminary cost estimation and Phasing of Implementations:
For the identified immediate action plans, broad cost estimates will be prepared and provided for benefiting
the local authorities to take up the schemes for implementation. In preparing the broad cost estimates the
experience of the local bodies in the past cases if any will be utilised besides the experience of the
consultants in the other cities for the projects of similar nature. Looking in to the local conditions and any
requirement of land acquisitions the improvement schemes will be prepared in phased manner in close co-
ordination with the clients/local authorities.
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1.2.5.8 Metro Phase-II Alignments/routes:
The Hyderabad Metro Rail Limited has already embarked up on implementing the phase-I metro rail system
on three prime corridors extended over a length of about 72kms. It is needless to say that for a city size of
Hyderabad the presently proposed corridors will not suffice in meeting the travel requirements because the
catchment area of three corridors extends to only about 30% of the city. The remaining 70% needs to be
covered to meet the present and future travel demand. For identifying further routes of metro rail a detailed
travel demand estimation for present and future will be highly useful. But however a fair idea of the route
alignments/directions can be had with the help of traffic counts made on the network. The heavy flow of
passengers on the network could determine the directions for future metro corridors. It is needless to say that
these directions will be preliminary indications for future corridors which will be further analyzed and
supplemented when detailed analysis of travel demand is made with the help of rigorous transportation
demand modeling exercise during the course of the study.
1.2.6 Need of a Rigorous Modeling Strategy

After doing a comprehensive market study of the available software and their suitability for the Hyderabad
region in terms of its complexity and peculiarities (high proportion of travel by individual modes of transport
and relatively less patronage of PTS and low incomes), consultant have come to a conclusion that no single
software will able to address all these aspects to the level of satisfaction and at the same time, be simple to
operate. This is particularly true for integrated multi model transport systems. For this reason, consultant will
1
use a combination of software . One of these software, (a tried and tested traditional but adaptable and
flexible four stage UTPS based software) will be used to rigorously develop base models i.e., traffic
generation, attraction and establishment of base OD matrices. This will be followed by use of another
software, EMME/3, with special capabilities mentioned below.
• Modeling mode split, including walk, public transport modes (autorickshaws, taxi, bus and rail) and private
transport (motorcycle and car), good's vehicles
• Assigning trips to MMTS and bus networks taking into account the operating and service condition in
trains, variations in bus speeds and frequency due to changes in overall traffic volume, and fares
• Reflecting the impact of new land use developments and /or control policies, including Truck
Terminals, Truck parking lots, Interstate Bus Terminal etc,
• Responding to traffic demand management measures such as parking fees, road user charges and
congestion pricing, as well as the staggering of working hours, flexi hours and multiple shift work.
• EMME/3 has the greatest flexibility in data handling and model form and thus would be easier to interface
with than the other models such as TRANPLAN and the subsequent GIS software for display of results.
1.2.7 Hyderabad Region freight traffic needs

CONCOR had set up an Inland Container Depot (lCD) in the premises of Railway Goods shed Complex,
Moosapet, Sanatnagar, Hyderabad during December, 1990 (which is 12 Kms from Secunderabad Railway
Station on the NH 9 (Hyderabad - Mumbai Highway). The full-fledged Dry Port serves the hinterland of Andhra
Pradesh, Karnataka and Maharashtra and the daily scheduled trains are connected with India’s major port
such as JNU port (Mumbai) and Harbours of Madras (Chennai). Export commodities are Ceramic tiles, ITC
paper, Granite & slabs, Bulk drugs, Electrical items. Import commodities are Malaysian furniture, Asbestos
products, Household items etc. The container traffic handling in ICD Sanathnagar is about 6,000 TEUs per
annum.
Ragiv Gandhi International Airport (RGIA) is capable of handling 1 million tons of cargo per annum. The
present cargo traffic at RGIA is around 100,000 tons per annum (10% of the capacity).
1
More details on the selection of appropriate software and conceptual Model design is given in Chapter 8.
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Inception Report
Hyderabad region also has some of the busiest warehouse complexes run by several agencies. It is evident
that such a freight logistics based activities generates enormous level of goods as well as passenger traffic.
Ensuring smooth flow of this cargo through Hyderabad Region is of national importance. To that effect,
consultant will conduct an in-depth study of the Freight Logistics Establishments in the Hyderabad Region and
come up with a reliable forecast for the same so that a realistic assessment to incorporate the same in the
Hyderabad’s future transportation strategy.
1.2.8 Hyderabad Region Passenger Traffic Needs

Hyderabad being the capital city of Andhra Pradesh attracts huge volumes of intercity/inter- regional
passenger traffic. This traffic is severed by bus, rail and air terminals located in different parts of the city.
Besides these, there are private bus operators catering to sizable volume of passenger traffic. We propose to
conduct an inventory of the service points of the intercity passengers and present a picture of the needs of
this traffic and give suggestions of regulating this traffic. It is understood HMDA has contemplated to develop
an intercity bus terminal in PPP mode to serve the needs of the private bus operators.
Other than this, these are the following present terminals serving the needs of inter-regional traffic in public
domain.
• Bus Stations/ Terminals: MG Bus Stand (Imlibun) and Jubilee Bus Stand (Secunderabad)
• Railway Terminals: Secunderabad, Nampally and Kacheguda.
• Air Terminal: Rajiv Gandhi International Airport at Shamshabad.
The traffic studies will be appropriately planned to assess the present and future volumes of inter-regional
passenger traffic at all these terminals. Through these studies, efforts will be made to identify the future
terminal capacities that are required and recommendations will be made to improve the operations of the
present terminals and location of additional terminal facilities required for the future.
1.3 FRAMEWORK
Given the broad study and plan preparation framework, basic concepts, elements and steps, consultant have
evolved following method for the proposed plan preparation. The work plan is broadly presented in the
following sections.
1.3.1 Define Vision and State Mission

The first step in plan preparation is to define vision and formulate a corresponding mission statement. The
vision of plan preparation will be to achieve the integrated Traffic and Transportation plan/mobility plan
(IMP) as envisaged in the MoUD guidelines. For the benefit of record these guidelines are listed below.
• Development of transportation network and comprehensive mobility plan for all modes including
pedestrians, cyclists and IPT to achieve convenient and cost effective accessibility to places of
employment and education; and
• Optimal utilization of funds and human resources
• Identify travel pattern of residents of the local planning area/ urban agglomeration/HMA
• Develop land use transport model to evolve a long-term strategy for urban structure and road network
pattern;
• Select, develop and operationalise an Urban Transport Planning (UTP) model using state of the art
modeling techniques and software package, appropriate to the conditions and planning needs of the study
area;
• Assess the relevance of the existing strategy, identify the consequences of pursuing alternative
transportation strategies and recommend/ update a short term, medium term and long term
comprehensive transportation strategy for the study area upto 2041/42 based on cost benefit analysis of
alternatives;
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Inception Report
• Develop strategies for transport policy and parking policy as an integrated part of urban planning;
• Identify for all modes, a phased program of appropriate and affordable investments and policy proposals
and also integration of various modes of mass transit as well as public transport with Intermediate Public
Transport (IPT);
• Assess the existing infrastructure requirements and forecast short term and long term requirements;
• Recommend institutional mechanism for inter agency co-ordination;
• Help strengthen transport planning skills and transfer all data, planning model/ tolls with computer
software and knowledge obtained through the study to agencies; and
• Operationalise Urban Transport Planning (UTP) Model and Transport Circulation model as decision
support tools for use by city planners, traffic police and public transport company.
Consultant will have a meeting with clients designated officers/ the TAC and discuss our thoughts on overall
study/plan including work plan/programme given in the inception report.
1.3.2 Data Base and Information

As per the inception report and survey/data collection schedule all the data base will be collected, coded,
computerised and processed in a classificatory manner suiting plan preparation needs. For benefit of record
the surveys as envisaged in the TOR are indicated below:
• Baseline Data Collection
• Surveys / studies
o Design, Supervision and Implementation of Household Travel Origin-Destination survey including a
stated preference survey & opinion survey on all necessary issues including Mass Rapid Transit
System, integrated system and type of integration.
o Screen line Traffic Counts
o Traffic counts at outer cordon and inner cordon points
o Midblock Traffic volume counts
o Regional Traffic Surveys at Major Terminals (Road/Rail/Air)
o Survey of floating population
o MMTS Passenger Survey
o Bus Passenger Survey
o Roadside Motor Vehicle O-D Survey (including Goods Vehicles) Roadside interview & public transport
surveys of a conventional kind will be done for 24 hours at the external cordon (sample survey). For
inner cordons and screen line, such surveys will be done for continuous 16 hours.
o Estimating Speed Flow Functions
o Taxi and auto rickshaw surveys (IPT Surveys)
o Speed and delay surveys
o Workplace surveys
o Goods focal point survey
o Parking surveys
o Non-Motorised Traffic survey
o Opinion survey regarding willingness to pay, willingness to charge and capacity to pay for various
services.
o The commercial vehicle surveys done on trucks and LCV trips within the study area should
correspond to the existing matrix of commercial vehicle trips. Data on O-D time period and goods
carried will be collected for a full 24 hours period. As in the household survey O-D data will be
recorded as accurately as possible to facilitate zone coding. The consultant must collect accurate
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Inception Report
information on the total number of goods vehicles based in HMA. A scientific basis of sampling for
commercial vehicles must be proposed.
• The interview will be carefully structured to secure all data required for analysis of travel demand and the
model development. It should necessarily include:
o Sample surveys relating to trip data that should cover the residents, guests in hotels, educational
institutions including universities and other establishments.
o For proper estimation of passenger trips and their length over the geographical area, household
surveys and roadside interviews would be utilized. In the event of roadside interviews not found
reliable, some additional households may have to be surveyed.
o Factual data on the household location, household size and occupation details of members, students
and vehicle ownership levels including cycles;
o Details of all trips made on the day preceding the interview by the residents who are more than 5
years old. These details will include Origin & Destination (O&D), purpose, mode used and timing. For
trips performed by rail/bus - name of rail/bus station of boarding/alighting will be recorded.
o Income of each member of the household - salary, pension, income, expenditure on transport etc.
o The household interview forms will be pre-coded as far as practicable. For each household, the
measured walking time to the nearest railway station and appropriate bus stop will be coded
irrespective of which public transport is used.
o O & D data will be recorded with full addresses and the addresses will be coded accurately.
o Journey purpose data at origin as well as destination will be recorded to facilitate the classification of
trips as per their relevant purpose, e.g. travelling to /returning from work, education, other purpose.
o Classified traffic counts on the screen lines and long term counts on the cordon lines.
o Speed and journey time surveys.
o Inventory surveys (roads, footpaths, drains, lights, signs, markings etc.)
o Study of the mass transportation systems in HMA.
o Land-use, populations and employment data
o The consultants will appropriate these data down to the CTTS zones.
• Survey Data Processing and Analysis
• Study of the revised City Development Plan (CDP) and spatial data
• Study the physical roadway characteristics (including functional aspect, condition of pavement and
pedestrian pathways etc in detail).
• Study the present trend of growth, desired development and actions for inducing desired development
from both land use and traffic point of view.
• Study the effect of various alternative development strategies.
1.3.3 Analysis and Problem Domain

The detailed analyses of transport system and urban activity system including the social characteristics,
economic characteristics, travel pattern, etc, will be undertaken. Consultant will undertake comprehensive
analysis of demand and supply of transport system and define problems in a systematic manner by
components of transport system over space and time. Areas of focus and characteristics of importance will be
identified for deliberations.
1.3.4 Models for Decisions

Consultants will develop series of models for aiding the optimal decisions. The following models will be
developed, calibrated and validated;
• Trip generation models
o Trip production
o Trip attraction
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Inception Report
• Trip distribution model
• Mode choice model including model to predict public transport modal share
• Traffic assignment model
• Evaluation of alternative transportation strategies.
1.3.5 Land use Transport Strategies

Consultants will consider land use parameters as given in development plan. In this case, the development
plan time period may not match with that of this study. Therefore, consultant will develop alternative
development scenarios for extended plan period. Based on these, land use parameters by time period,
primarily in terms of population and employment levels will be finalized by evolving zoning system.
1.3.6 Assessment of Travel Demand Scenario

The parameters/factors incorporated in calibrated models will be forecasted/ predicted scientifically for the
plan periods to be considered. Using these forecasted/predicted parameters/factors in the validated models
the travel demand prediction for city will be made for corresponding plan periods.
1.3.7 Evolving alternative Transport systems plans

Appreciating demand and supply gaps in base case, and in do-nothing scenario, the strategies for transport
system development will be conceptualised and finalised. To be compatible with these strategies alternative
network plans will be evolved for further analysis and evaluation.
1.3.8 Evaluation of Alternatives

The alternative plans formulated will be evaluated by assessing their performance with respect to the
achievement of CMP besides the costs, benefits and impacts. The plan that meets the requirements of the
CMP guidelines and most cost effective will be chosen for implementation. Through this process alternatives
will be short listed for further evaluation in terms of system, operational, socio – economic and user
behavioural characteristics.
1.3.9 Implementation strategy of the selected Plan

The indicators of evaluation will be used to select a system plan and its stages for upgrading incrementally
suiting travel demand needs of city in a progressive manner suiting the developmental strategies. It is in this
process consultant will identify and detail out the:
• Short term plan
• Medium term plan
• Long term plan ; and
• Corridors for mass public transport system (Rail and Road)
1.3.10 Feasibility of Multi-modal Public Transport System

For the chosen plan the corridors for Multi-modal Public Transport System feasibility will be identified and
analyzed. The modal share prediction model (with accessibility as criteria) will be used to assess potential
share of systems by alternatives. The systems feasibility will be evaluated and optimal choice of IMTS will be
recommended.
1.3.11 Institutional, Fiscal and Implementation Measures

Consultant will suggest guidelines on institutional framework required for designing, developing, and
implementing the selected system plan on a continuous basis. The resource mobilisation measures to meet
the fiscal requirements of plan will be formulated. The guidelines for implementation and monitoring of system
will also be formulated.
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Inception Report
Consultant have made an effort to present our overall approach of this study in the following figure.
PROJECT INPUTS
HMA COMMERCE/ FREIGHT PORTS

INDUSTRY SERVICES
Economy TRADE LOGISTICS PRIMARY
HMA EMPLOYED IN EMPLOYED IN

POOR ENTERPRENEUR
Residents FORMAL SECTOR INFORMAL SECTOR
HMA URBAN
Environment GEOGRAPHY PRIMACY
FORM
PROJECT DOMAIN
Relate to…
GOALS AND
ACCESSIBILITY AFFORDABILITY QUALITY SAFETY
OBJECTIVES
Reflected in…
PERFORMANCE LEVEL OF
TRIP LENGTH COST ACCIDENTS
MEASURES SERVICE
Defines Requirements for….
Used to Identify….
Requires Targeted…
TRAVEL DEMAND TRAFFIC TRANSPORT VOLUME ACCIDENT RATES/

DATA
CHARACTERISTICS CHARACTERISTICS SYSTEM CAPACITY CAPACITY RATIOS BLACK SPOTS
Utilized by….
MODEL SIMPLE RIGOUROUS ACCURATE SUSTAINABLE
GROWTH JOB CORE AREA SPRAWL CONTROLL/

REDENSIFICATION
STRATEGIES CREATION REVIVAL REGULATION
Provide Assessment for…
TRANSPORTATION
ALTERNATIVE DEMAND OPTIMIZING THE TRANSPORT SYSTEM CAPACITY INTEGRATED PUBLIC
STRATEGIES/ MANAGEMENT CAPACITIES ENHANCEMENT TRANSPORT
PLANS
Evaluated with…
EVALUATION ENVIRONMENTAL ECONOMIC RATE FINANCIAL RATE

CMP GUIDELINE R&R COSTS
CRITERIA COST OF RETURN OF RETURN
Leads to…
Monitored through….
COST EFFECTIVE INVESTMENT IMPLEMENTATION RESOURCE

PROJECTIZATION
STRATEGY PRIORITY PROGRAM MOBILIZATION
Over Time Affect….POST PROJECT

SYSTEM
OPERATION

REDEFINE
OBJECTIVES
Figure 1-4: Overall Approach of the Study
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Inception Report
2. STUDY METHODOLOGY
2.1 INTRODUCTION
Study method given under along with tasks list below, comprehensively addresses mandate given in the ToR
and issues involved in the study. Study is divided into eight activities which have been further subdivided into
62 tasks and their various sub-tasks as appropriate. While first activity can be considered as “Inception
Activity”, Activities 2 to 6 focus on the core objectives of the study and last two provide a value addition to the
overall success of the study and skill up-gradation of the core team of various stakeholders (HMDA, GHMC,
APSRTC, HMRL, Traffic Police) in Hyderabad towards the longevity of the planning process/UTP Model.
This method while addresses all the aspects, in detail may be needing modification and refinement as we
proceed with the work.
ACTIVITY 1: PROJECT INCEPTION

TASK 1.1 Team Mobilization and Project Initiation
TASK 1.2 Review of Earlier Study Reports, Planning Documents and Available Data/Information
TASK 1.3 Identification of Land Use parameters to be collected from Secondary Sources
TASK 1.4 Define the Problem Domain
TASK 1.5 Data Collection Methodology and Survey Format
TASK 1.6 Deliberate and Finalise Commercially available Urban Transport Planning software
TASK 1.7 Revisit the Work Plan and Methodology and Finalise
TASK 1.8 Prepare and Submit the Inception Report
ACTIVITY 2: DEVELOPMENT OF IMMEDIATE ACTION PLAN (IAP)

TASK 2.1 Field Visits and Consultation with Stakeholders
TASK 2.2 Scoping of the Work and Identification of Primary Survey Needs
TASK 2.3 Data Collection/Field Survey, Analysis and Interpretation
TASK 2.4 Evolve/ Deliberate Alternative Solutions/Plans
TASK 2.5 Stakeholder Consultations on Improvement Plans and Feedback
TASK 2.6 Prepare and Submit Field Survey Report (Stage-I)
TASK 2.7 Develop and Submit Immediate Action Plan
ACTIVITY 3: ESTABLISH BASELINE DATA

TASK 3.1 Evolve Traffic Zoning System
TASK 3.2 Collection and Compilation of Land Use/ Socio-economic Data
TASK 3.3 Design and Supervision of Household Travel O-D Survey including stated preference
TASK 3.4 Identify Outer Cordon/ Inner Cordon/ Screen Lines / Mid-block and Survey Locations
TASK 3.5 Develop Survey Programme and Conduct Traffic Volume Count and or O-D / Occupancy Surveys
TASK 3.6 Design and Supervision Other Primary Surveys
TASK 3.7 Data Collection from other Sources
TASK 3.8 Coding, Processing, Analysis and Interpretation of Data Collected from all Sources
TASK 3.9 Development of Base Year Transport System Network Map in GIS
TASK 3.10 Prepare and Submit Field Survey Report (Stage-II)
TASK 3.11 Establish the Existing Traffic and Transport Scenario of Study Area
TASK 3.12 Data Compilation and Statistical Analysis Report
TASK 3.13 Develop Strategies for Integrated Transportation System
TASK 3.14 Establish Service Level Bench Marks for Study Area
TASK 3.15 Identify Phase-II corridors of MRTS
ACTIVITY 4: DEVELOPMENT AND OPERATION OF URBAN TRANSPORT PLANNING

MODEL AND FORECAST
TASK 4.1 Base year Transport System Network Coding
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Inception Report
TASK 4.2 Compile Planning Parameters
TASK 4.3 Setting up Urban Transport Planning Model (Development, Calibration and Validation)
TASK 4.4 Establish Procedure and Framework for Economic Evaluation
TASK 4.5 Report on Development, Validation and Calibration of UTP Model
TASK 4.6 Land use Scenario Development
TASK 4.7 Planning Parameter Forecast
TASK 4.8 Identify and Develop Broad Transport System Network for Future Year
TASK 4.9 Predict Future Planning Periods Travel Demand and submit report
ACTIVITY 5: UPDATE THE LONG-TERM TRANSPORT STRATEGY FOR HMA

TASK 5.1 Conclude Past Studies/ Planning Documents Review Process
TASK 5.2 Review of Institutional Arrangement of Transport
TASK 5.3 Develop Alternative Long-Term Transportation Strategies
TASK 5.4 Alternative Strategies Evaluation and Selection of Preferred Strategy
TASK 5.5 Review of Transport Financing
TASK 5.6 Prepare Draft Long-Term Transport Strategies and Discuss
TASK 5.7 Report on Long-Term Transport Strategies for the Transport Sector
ACTIVITY 6: PREPARE SHORT, MEDIUM AND LONG-TERM INVESTMENT PROGRAMME

TASK 6.1 Identification and Costing of Investment Options
TASK 6.2 Evaluation of Options
TASK 6.3 Prioritise the Investment Projects and Formulate an Investment Program
TASK 6.4 Report on Short and Medium-Term Investment Programme
TASK 6.5 Firm up MRTS (Phase-II) alignments and Ridership Estimation
TASK 6.6 Preparation and Submission of the Draft Final Report and Executive Summary
TASK 6.7 Submission of the Final Report
TASK 6.8 Submission of Executive Summary
ACTIVITY 7: SKILL AND KNOWLEDGE TRANSFER

TASK 7.1 Training Need Assessment and Team Finalisation
TASK 7.2 Overseas Training
TASK 7.3 Training to Core Team of Client in Hyderabad
TASK 7.4 Other Training/Awareness Programme in Hyderabad
ACTIVITY 8: ASSISTANCE TO HMDA IN PUBLIC CONSULTATION PROCESS

TASK 8.1 Identification of Stake Holders
TASK 8.2 Pre-Transport Strategy Public Consultation
TASK 8.3 Pre-Investment Programme Public Consultation
TASK 8.4 Post Draft Final Report Public Consultation
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ACTIVITY 1: PROJECT INCEPTION
TASK 1.1 TEAM MOBILIZATION AND PROJECT INITIATION
The focus of this task is to introduce the project with all the project team members; have team meetings to
define and come to an understanding of vision, objective and scope of project; present our thoughts to client,
and finally develop a work program suiting the project needs. Team interaction with client is essential for
appreciation and better co-ordination of the project work. In fact this is done to a great extent. Project is
envisaged to be undertaken in close harmony with all stakeholders of HMA. Hence, consultants be seeking
Launch meeting, in discussions with HMDA at appropriate stage to introduce the project team and seek
support and inputs as needed during project period.
TASK 1.2 REVIEW OF EARLIER STUDY REPORTS, PLANNING DOCUMENTS AND AVAILABLE
DATA/INFORMATION
This task aims at reviewing all earlier reports relevant to this project; to understand study area characteristics;
review all the planning efforts that have been taken in past; to identify key issues which are still unattended in
the city; and to assimilate key data useful for this assignment. Preliminary level of data/map collection from
the secondary sources to get an understanding on multiple facades of the study area will be the foremost
action under this task. Having reviewed the availability of information/data by various sources, we will be
developing a comprehensive data collection check list, which includes:
• Study Area Map(s) • Traffic and Travel Characteristics
• Data on Demography and Land use • Registered vehicles Growth
• Future Development Imperatives • Road Safety and Environmental Aspects
• Road/MMTS/Metro Network Data • Statistics on MMTS rail/ Bus passenger
It is important to mention here that data collected during proposal preparation stage will complement this task.
More importantly, data gaps, issues regarding availability of data on various aspects will be identified and
necessary strategy would be formulated to obtain missing information during primary surveys.
TASK 1.3 IDENTIFICATION OF LAND USE PARAMETERS TO BE COLLECTED FROM SECONDARY

SOURCES
Towards model building, it is important to identify useful and available land use parameters. The most
important aspects here would be its availability at disaggregated level so that it can be translated at Traffic
Analysis Zone (TAZ) level. The parameters could be:
• Population – Time series at disaggregated level.
• Employment – by sectors such as primary secondary and tertiary and by location to estimate employment
at TAZ level.
• Area by TAZ - under various use such as residential, commercial, industrial, mixed, PSP, transport,
agriculture etc.
• Student Enrollment – Number of students and teachers by school with address again to estimate them at
TAZ level.
• Major activity centres – such as hospitals, Govt. offices, Malls, Universities etc. with employment etc., at
TAZ level
TASK 1.4 DEFINE THE PROBLEM DOMAIN
This task aims at identification of the issues and problems specifically related to traffic and transportation
which would in turn form the foundation for preparing the field survey program at the next stage.
City Growth - Under this activity, the direction and pattern of growth of the city, since its evolution, will be
studied. An appreciation will be made of the geographical, historical, economic and cultural factors, which
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Inception Report
have been instrumental in making the city grow in the present manner. An effort has already been made
(Chapter 4) and further be continued at this stage to identify those parameters, which are envisaged to
determine the city growth in future.
Master Plan Proposals - At this stage, the master plans and comprehensive development plans prepared for
the different parts of HMDA will be studied and proposals, policies and strategies on future land-use and the
traffic and transport characteristics will be appreciated to substantial depth, so as to envisage the future level
of transport demand and supply patterns.
Transport System Characteristics – Consultant have already made an in depth analysis of available
information and have hence studied transport system characteristics. Further, consultant will review available
data to identify the traffic volume and travel characteristics on the primary network at different time-periods of
the day and the travel demand classified by modes for peak period, off-peak period and on an average
weekday. The information collected on public transport system characteristics will also be studied to
appreciate the functional and operational efficiency and Service Level Benchmarks (SLBs) in the city.
Identification of Critical Area - On completion of the aforesaid analysis, consultant will identify the critical
areas pertaining to the traffic and transportation aspects of the city to address the problem in a more focused
manner. The parameters that would be considered to measure the degree of criticality are as follows:
• Growth in vehicle registration
• Public Transport Supply -
• Congestion and delay
• Air and Noise Pollution
• Road accidents
• Pedestrian intensity
• On-street parking intensity
• Road configuration and condition, etc.
On evaluation of the above parameters (and any other additional parameters felt essential during early part of
the study), the section of network/area will be identified for in-depth study and preparation of immediate action
plan.
TASK 1.5 DATA COLLECTION METHODOLOGY AND SURVEY FORMAT
On accomplishment of the above tasks, the study area will be delineated in a more realistic and meaningful
manner for undertaking detailed surveys and further analysis. On the identified study area map, the outer
cordon line, screen lines, inner cordon line and the various types of traffic survey locations/stretches will be
marked, which will be finalized after discussing with client agency. Formats for primary surveys will be
included in the Inception Report for approval. The following types of primary surveys are envisaged and hence
respective formats are designed and submitted for client’s review:
• Household Travel O-D Survey – this format will be divided into three parts viz. a) household and
personal data b) person and ‘usual’ travel data c) trip diary for a typical day.
• Traffic Volume Count Survey - this format would include adequate classification of vehicle type
as present in study area and required for development of UTP model. The same format will be
used in following surveys:
o Traffic volume count survey at outer cordons,
o Traffic volume count survey at inner cordons,
o Traffic volume count survey at screen lines,
o Traffic volume count survey at any other mid-block location,
o Traffic volume count survey at the access roads to terminal, and
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o Traffic volume count survey at intersection/junction,
• Occupancy survey - for passenger vehicles along screen lines
• MMTS passenger survey – Interview of passenger
• MMTS passenger survey – On-Board boarding/alighting; to estimate current ridership and station
utilisation
• Bus passenger survey – interview of passenger at bus stop and or on-board
• Bus passenger survey – On-Board boarding/alighting
• Roadside motor vehicle O-D Survey – passenger vehicles, goods vehicles and buses, separately
• Road network inventory survey – for identifying the major road network.
• Speed and delay survey –by moving observer method
• IPT survey (for Taxi and Auto rickshaw) – interview of passengers
• IPT survey (for Taxi and Auto rickshaw) – Vehicle/Operational characteristics of IPT modes
• Work place/Work zone survey – this will be divided into three parts viz. a) Describing the Project,
Purpose of survey, b) Characteristics of the survey location/ premises c) Trip and travel
behavioural characteristics of commuter/visitor.
• Goods transport operators survey – interviews of drivers/owners
• Parking survey – separate format for On-street and Off-street parking
• Pedestrian count
• Stated preference survey for modal shifts and acceptability of new systems
TASK 1.6 DELIBERATE AND FINALISE COMMERCIALLY AVAILABLE URBAN TRANSPORT

PLANNING SOFTWARE
On detailed comparison of all available and widely used commercial soft wares for four-stage travel demand
modeling we have recommended use EMME/3 with custom made soft wares for mode choice (logit) modeling.
We will be proceeding with EMME/3 for use in the study.
TASK 1.7 REVISIT THE WORK PLAN AND METHODOLOGY AND FINALISE
The Work Plan is discussed at the Contract Negotiations stage. Appropriate refinements are done suiting the
timing of project and deliverables, which is the focus of this task.
TASK 1.8 PREPARE AND SUBMIT THE INCEPTION REPORT
Inception Report in Four (4) Volumes is prepared and submitted. This is Volume 3 of the submittal.
ACTIVITY 2: DEVELOPMENT OF IMMEDIATE ACTION PLAN (IAP)

Development of Immediate Action Plan for select areas/corridor is one of the very important components of
the present assignment. It is emphasized in our general approach as well. This would offer low cost solutions
to some of the traffic problems in select area/corridor of the city at the same time these solutions can be
replicated to other areas with some customization by implementing agencies viz. GHMC, Traffic Police, etc.
The solution would generally be of low cost with least destruction of surrounding properties and hence may
not be termed as a medium-to-long term solution. Approach for preparing an Immediate Action Plan (IAP) is
shown in Figure 2-1 and described in more specific terms in Volume 1.
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Figure 2-1: General Approach and Methodology for Preparation of IAP
For the city of Hyderabad, to prepare an effective IAP, in line with our general approach and methodology,
consultant will undertake following seven tasks as described below:
TASK 2.1 FIELD VISITS AND CONSULTATION WITH STAKEHOLDERS
Immediate Action Plan (IAP) would be concerned with Transportation Systems Management (TSM) actions
with extensive understanding of the problems. Consultant will visit the identified area first to select and
delineate the problem areas to be taken up for IAP. We will hold consultations with client and implementing
agencies (GHMC, Traffic Police, APSRTC etc.) before we proceed during the TAC.
TASK 2.2 SCOPING OF THE WORK AND IDENTIFICATION OF PRIMARY SURVEY NEEDS
Site visits are undertaken. Survey needs are defined. There could be some unconventional surveys in terms
of time/duration etc. For example, traffic volume count at some of the locations only for peak hours, patrolling
intervals for parked vehicles on long stretches, peak hour counting of turning movements of traffic at select
junctions/intersections, quick assessment of land availability for parking etc. All such conventional and
unconventional survey requirements are in the process of identification now. These are to some extent
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already identified and formats for respective surveys are developed. These will be discussed with client for
feedback before undertaking the actual surveys.
TASK 2.3 DATA COLLECTION/FIELD SURVEY, ANALYSIS AND INTERPRETATION
Based on the identified primary survey needs, under this task, field survey will be undertaken. The following
types of surveys will be conducted under this task:
Survey Type Purpose
• Traffic Volume Count Survey at Junctions/Intersections for 12 hours covering both AM & PM Junction
peak and off-peak at 30 locations as per direction of movement. Improvement Plan
• In addition, at select minor intersections, the same survey only for peak hours.
• Topographic Survey of the Junctions/Intersection covering 200 m length on each arm to
prepare a base map showing all on-ground physical features and utilities
• At signalized intersection – Signal/phase/cycle time survey
• Traffic volume count survey at select locations (mid-block) for varying duration (16 hrs./ 12 Traffic
hrs./ 4hrs.) as per the need Management Plan
• Road network inventory upto level of the network considered for evolving traffic management at area level
plan followed by Speed and Delay Survey
• Availability of parking space, location of existing bus/IPT stops (formal/informal) and other
possible potential location.
• Availability of facilities for NMT and pedestrian movement.
• Use of the turning movement survey data conducted for preparing junction specific
improvement plans.
• Topographic Survey of the identified corridor(s) of approximate 15 km length covering 50 m Corridor
on either side of the centre line and 200 m length on each arm of each cross roads to prepare Improvement Plan
a base map showing all on-ground physical features, utilities, road signs, bus/IPT stops and
major activity centres along the corridor.
• Speed and Delay Survey along the corridor through moving observer method.
• Area and network inventory of all identified terminals which require immediate attention. Traffic Circulation
• Necessary traffic volume count at entry/exit points of terminal. Plan around Inter
city/ intra city bus
• Study of existing layout plan and vehicle circulation plan within terminal premise.
and goods terminal
• Necessary turning movement survey (4hrs. during peak) at main intersection and mid-block
volume count survey on adjoining roads having direct impact of such terminals in close
vicinity.
Further under this task, based on site visits, discussion and data analysis, a thorough appreciation of the
following will be done:
• Existing traffic management schemes
• Existing traffic circulation pattern
• Existing parking management
• Existing traffic control system and other measures
• Existing pedestrian facilities
• Enforcement level and compliance level of existing plans, if any.
TASK 2.4 EVOLVE/ DELIBERATE ALTERNATIVE SOLUTIONS/PLANS
Having understood the problem and having analyzed and interpreted data, under this task consultant will
develop possible alternative solutions for each junction, each corridor, and each identified area. Intersections/
Corridors / Areas have been shortlisted and included in main volume of the Inception Report for approval.
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TASK 2.5 STAKEHOLDER CONSULTATIONS ON IMPROVEMENT PLANS AND FEEDBACK
The alternative solutions for specific location/ area/ corridor developed under previous task will be discussed
with stakeholders/ implementing agencies such as GHMC/ Traffic Police/ APSRTC etc. for their valuable
feedback and comments. The same will be duly incorporated in the plan under subsequent task.
TASK 2.6 PREPARE AND SUBMIT FIELD SURVEY REPORT (STAGE-I)
A report on all field surveys identified for IAP and undertaken under Task 2.2-Task 2.3 will be prepared under
this task. The broad contents of this report would be:
• Identification process of Junction, Corridor(s), Area and Terminals for developing appropriate IAP.
• List and location of primary surveys undertaken along with methodology and survey format.
• Particulars of raw data
• Analysis, findings, interpretation of survey results.
TASK 2.7 DEVELOP AND SUBMIT IMMEDIATE ACTION PLAN
Having discussed and obtained feedback on various schemes, the accepted proposals will be improved and
finalized as required. A report on “Immediate Action Plan” will be prepared and submitted under this Task. The
report would broadly contain addressing each component exclusively:
• Background of the Plan
• A brief on selection process of Junctions/ corridors/ terminals and area for improvement.
• Appreciation of existing traffic management schemes
• Diagnosis of problem area requiring immediate attention
• Improvement measures with phasing (if required)
• Preliminary cost estimates
• Implementation mechanism
ACTIVITY 3: ESTABLISH BASELINE DATA

TASK 3.1 EVOLVE TRAFFIC ZONING SYSTEM
The purpose of this activity is to develop a database for the

purpose of urban transport strategy planning. Hence, consultant
will divide study area into a number of traffic zones. Guidelines
towards this are already provided in the meeting of February 19,
2011. TAZ scheme will be firmed up in close collaboration with
HMDA. We will be considering the following:
• Traffic zoning system followed in the earlier studies in
general and HATS (1988) and HATS (2000) in particular
• Census zoning system (traffic zones may be sub divisions of
sections)
• Road and public transport network distribution, and
• Other parameters such as population density, homogeneity,
co-linearity with administrative boundaries (villages/wards), physical barriers/ defined screen lines etc.
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Using all the above parameters, we will develop traffic zoning system at three levels as follows. The size of
zone will be kept at 20,000 to 30,000 population based on the data availability:
THREE LEVELS OF TRAFFIC ZONING SYSTEM IN HMA
Basic Traffic Zones: This would be the smallest spatial entity on which UTP model would work or give outputs.
Primary Traffic Zones: This will be combination of basic traffic zones and would represent results at planning districts,
municipal councils/corporations or any other constituents of study area such as old MCH, municipalities, outgrowth area,
SCB, HADA, old HUDA etc.
Super Traffic Zone: further aggregation of primary traffic zones to summarize model results possible at GHMC, HADA,
SCB, Rural HMA etc.
TASK 3.2 COLLECTION AND COMPILATION OF LAND USE/ SOCIO-ECONOMIC DATA
On evolving Traffic Analysis Zone (TAZ), next most important task is to collect and collate possible and useful
land use / socio economic data at TAZ level. One of the objectives of this task to appreciate the land use and
socio-economic characteristics of the study area at a disaggregated level, i.e. by each traffic zone delineated
through Task 3.1.
We will collate the following Land use and socio – economic data at TAZ level:
Land use by Zones - The predominant categories of land use by which the ground coverage of the study area
will be characterized are:
• Residential • Health
• Recreational • Reserved Green
• Commercial • Vacant / Barren
• Industrial • Agricultural
• Institutional • Govt. owned land, etc
Zone wise Population - By each traffic zone, the population size, number of households for the base year,
growth trend over the years, etc. will be compiled under this task. This information will be first utilized in taking
decision on sample size for each TAZ for conducting household travel survey.
Employment by Zones - At this stage, the employment profile by each traffic zone will be prepared which
would include compiling the size of employment under various categories as follows:
• Primary Sector
• Secondary Sector
• Tertiary (Service) Sector
• Informal Sector (if available), etc.
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The growth trend of employment by each of these sectors will also be established. It is important to note that
employment data is not easily available. Team will make best of the effort to collect this with support from all
concerned.
Student Enrolment by Zones - The number of students enrolled in each traffic zone will be compiled by
categories of existing institutions, like:
• Schools – Primary, Secondary & High School
• Colleges/ Universities
• Professional Institutes – Medical College, BBA, MBA etc.
• Technical Institutes – Poly Techniques, Engineering Colleges etc.
Here availability and access to the latest Census-2011 data would be very critical to benefit this landmark
study by having accurate base year data on many planning parameters.
TASK 3.3 DESIGN AND SUPERVISION OF HOUSEHOLD TRAVEL O-D SURVEY INCLUDING STATED
PREFERENCE
Study of urban travel characteristics by home interview survey is one of the most prevalent and important
techniques. By this survey the present day intra-city travel demand and its characteristics such as Origin,
Destination, Mode of Travel, Trip Length and Purpose of Trips can be understood and estimated. The trip
information is captured for primary trips and secondary (link) trips as well. This survey primarily gives the
characteristics of internal trips of the study area. The characteristics of the trips would include origin and
destination, mode used, start and end time, purpose, cost etc. In addition to the trip information the data
related to the household characteristics, personal characteristics, and employment characteristics will also be
collected.
Sub-Task 3.3.1 Review and Finalization of Questionnaire
The typical questionnaire for undertaking household travel survey is submitted with the Inception Report. At
this stage, consultant will review this questionnaire and finalize the same with the client/TAC. Questionnaire is
given in following four parts:
Part I: Household information including location, type of residence/ ownership, vehicle ownership. Personal
information includes age, sex, education level, occupation status, employment type for each member of the
household.
Part II: Person and Usual Travel data including exact location and type of employment, usual travel diary,
monthly income and expenditure on transport etc.
Part III: Trip Diary including origin, destination, purpose/ reason, modes of travel, cost, time including
information of all primary and link/ transfer trips
Part IV: Stated Preference Survey (only for selected households)
Sub-Task 3.3.2. Sampling Criteria
Universe: As per the objectives of the project, the total population/households living in the jurisdiction of
Hyderabad Metropolitan Area (HMA), constitutes the universe of the survey.
Sample size: Keeping in view the objectives of the Project, it is to cover a random sample of 1.5 percent of
the total HHs in the area..
Survey of Floating Population / Institutional Population- Our initial observations during our site visit and
study of various documents related to Hyderabad demography reveal that Hyderabad has substantial
institutional and floating population. This population includes persons living temporarily or in semi-temporary
status in HMA and generating substantial travel demand. These people include persons living in hotels,
hostels of educational institutions, hospitals and other such places providing temporary accommodation.
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Paying Guest is also part of this population. Further, this population, especially people residing in hotels, tend
to have different modal preferences than a normal citizen of Hyderabad due to lack of familiarity and different
economic profile. For this reason, we will cover this separately by an individual travel survey as mentioned
above.
Sampling Design: The traffic demand is a function of some important variables depicting the socio economic
and cultural background of the people. For better estimation of traffic demand, the true representation of the
population living in the area is to be ensured through an appropriate sampling design. To achieve this, a
three-stage stratified random sampling design is given, with sub-divisions, zones within sub-divisions, and
Wards within zones as strata at various levels.
Various Constituents of HMA: All the constituents identified within HMA area will be included in the survey.
The total sample size will be distributed in proportion to their respective population sizes.
Zone: Within each Constituent there will be zones. All of them will be included in the survey. The sub-division
sample size will be further distributed to the zones in proportion to their respective population sizes.
Individuals from institutions: As mentioned above, besides covering the HHs population, the people living in
the institutions/non-residential buildings like hostels will also be covered. For this, if within or adjoining area of
the selected PSUs, if some institutions are existing, they will be covered. From these buildings, first it will be
ascertained as to who all are living. From them, required number will be selected and interviewed. In all,
such interviews would be 3,000.
A Technical Note on “Sampling Techniques and Sample Generation” will be submitted to HMDA/Technical
Advisory Committee (TAC) for review and observations.
Sub-Task 3.3.3. Training for Conducting Survey and Mass Appeal
Teams (comprising transport planner, supervisors and enumerators) responsible for different areas will be
trained fully by experts and be sent in to the field with finalised survey formats for pilot testing of formats and
on the job experience to the enumerators for a limited small number of households in GHMC, Secunderabad
cantonment area and outer areas of HMA.
Before initiating the pilot survey, a press note would be issued in the local dailies informing citizens about the
study background, the importance of the household survey and requesting the people of HMA to cooperate
and furnish the information. In this regard, HMDA is expected to provide widespread advertisements and
coverage through the mass media for this survey. Consultant will be responsible for tracing the address and
conducting surveys. Consultant believe, the press appeal for this type of survey generally proves to be very
helpful in eliciting public interest and cooperation.
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At the end of this sub-task, consultant will incorporate feedback obtained from the pilot survey in to survey
formats and approach to conduct the household survey. Consultant will continue the press appeals at regular
interval during the period of household survey.
Report Submission- Having observations on our technical note, consultant will submit a report on “sampling
techniques / sample generation, detailed methodology for model development” at the end of three
months from the Inception of the study. Prior to this submission, Consultant will also discuss and agree upon
the contents of this report with client agency and initiate the household survey.
Sub-Task 3.3.4. Conducting Household Survey
Household survey will be conducted by personal direct interview method at selected household. Data
regarding trips performed by each member of the households on the previous working day will be collected.
The information will be collected as discussed in sub-task 3.3.1.
TASK 3.4 IDENTIFY OUTER CORDON/ INNER CORDON/ SCREEN LINES / MID-BLOCK AND SURVEY
LOCATIONS
Study area is huge with many constituents such as GHMC, HADA, Cantonment board, urban out growth, and
rural pockets as well with varying travel characteristics and interaction level with rest of the study area and
rest of the state. The sole purpose of this survey is to assess three out of four components of travel within
study area such as Internal – External, External – Internal and External – External by doing traffic volume
count and O-D survey (for passenger and goods vehicles) at outer cordon i.e. various gateways to study
area. Since, study area is large with most of its population and activity centre within GHMC, consultant will
establish additional inner cordon line/point encompassing GHMC. At all identified locations along Inner
Cordon line too traffic volume count and O-D survey will be conducted.
Screen lines are those which cut across the study area into distinctive parts and limited access points for the
mobility. Rivers, canals, and railway lines etc. or any such physical barrier in combination are generally taken
as screen lines in the study area. The purpose of conducting traffic volume count and occupancy survey along
selected points on screen-lines is to assess quantum of vehicular and passenger movement across these
lines. This further helps in validating the travel demand estimation made from sample surveys and calibrated
base year UTP travel demand model.
Further, consultant have identified additional traffic volume count location on important corridors for general
appreciation of traffic level, validation of the model and using it for preliminary round of potential MRTS phase-
II corridors for further analysis.
TASK 3.5 DEVELOP SURVEY PROGRAMME AND CONDUCT TRAFFIC VOLUME COUNT AND OR
O-D/ OCCUPANCY SURVEYS
Consultant have made an attempt and have delineated outer-cordon lines, inner-cordon lines and screen-
lines. Consultant have also identified survey locations and have quantified survey requirement. The Table
below presents in summary form, the quantum of surveys identified along each of the cordon/screen lines.
Along Type of Survey Duration No. of Locations
Outer Cordon Line
Inner Cordon Line
Screen-Line Occupancy Survey for Passenger
12 (Hrs.) 67
Vehicles
Mid-Block
Traffic Volume Count Survey 16 (Hrs.)/ 24 (Hrs.) 36
Locations
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In all traffic volume count survey is proposed at 150 locations and O-D survey at 47 locations. Locations are
shown on map in Inception Report. Survey formats for traffic volume count and Roadside Origin-Destination
Surveys are attached in Volume 4 of this report
TASK 3.6 DESIGN AND SUPERVISION OTHER PRIMARY SURVEYS
In addition to very important household survey, traffic counts and O-D survey at outer cordon, inner cordon,
screen lines and other mid-block location, a number of other primary surveys will be conducted. Each of them
is discussed through exclusive sub-tasks. It could be noted that the following surveys and quantities are in
addition to the surveys for preparing Immediate Action Plan (IAP). However, they too, to some extent would
be utilized at various stages of UTP model development and plan preparation.
Sub-Task 3.6.1 Turning Movement and Inventory Survey at Strategic Intersection/Junction
The study of intersections is vital in understanding, estimating and modeling of traffic flow on road networks
and thereby network capacity analysis. In the previous traffic studies many of the intersections might have
been covered. Consultant will collect such data and review its usability. In addition, consultants have identified
25 important intersections to conduct a turning movement surveys and inventory of the same. These would
include some of previously studied intersections as well as newly identified ones. In addition to physical
inventory, operational studies like turning movement surveys, saturation flow studies will be conducted for the
identified intersections. The survey would be conducted through manual counting capturing all movement at
identified intersections for 8 hours between 6:00 am and 10:00 pm during any working day of the week
covering AM and PM peak period (4hrs. each).
Sub-Task 3.6.2 Traffic Surveys at Major Terminals (Road/ Rail/ Air)
There are 15 major bus terminals (intra-city and or inter city), three rail terminals and one air terminal in
the study area. While present airport terminal at Samshabad has recently been developed other terminals are
quite old. Each of them possesses unique characteristics and associated problem/ issues. To identify such
problems and evolve solutions thereafter, each of the terminals will be taken and surveyed separately as per
the need.
Combination of survey for varying time period will be conceptualized such as traffic volume count at major
access road to the terminal, turning movement survey (peak period) at closest intersections, count of bus
entry/exit, count of other private vehicle entry/exit, parking inside and or outside.
Further to ascertain physical infrastructure inventory of area, bus parking bays, office area, buildings,
workshop, depot area, visitors parking area etc. will be measured and drawn on map. Information regarding
number of buses that operate from the terminal will be collected from respective offices.
At railway station similar exercise will be carried and similar information related to train operation will be
collected.
In addition, consultant will conduct terminal user survey (out bound/ inbound passengers) at every terminal to
capture trip information, personal profile and most importantly dispersal pattern. Approximately 100 such
sample surveys will be conducted at each regional terminal (road/rail/air).
Sub-Task 3.6.3 Survey of Floating Population
The floating population of a town constitutes mainly two types. The first category is those types of people who
visit the place routinely but do not stay at the place. The reason for such visits is mainly for some job or work
associated with the town. The second type constitutes visitors or guests who might live for a small span of
time, but their duration of stay as well as next visit are not predictable. Often the second type of floating
population is seasonal visitors, like tourists. In a city like Hyderabad, such population will be significant. To
capture profile and associated characteristics of such population many surveys are identified which in addition
to its own defined purpose will serve this purpose too. For instance, O-D survey of passenger vehicle at
outer-cordon points, passenger interview at regional terminal, interview of institutional population
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(3,000 such interview on sample basis will be carried out) in hotels/ hostels/ guest houses, hospitals
etc. Consultant will have a specific question to distinguish between local residents and floating population in
all of the above surveys so that characteristics and travel pattern of floating population can be separated.
Sub-Task 3.6.4 MMTS / Sub-urban Railway Passenger Survey
The current network extends to about 47 kilometres with 26 stations, served by 12 rakes EMUs. As per the
reported statistics, MMTS cater to about 100,000 passenger trips per day in about 80 train trips. Under this
task, consultant will conduct two types of surveys as follows:
Boarding/Alighting Survey – on sample train trip, consultant will man gates of one coach and counting
boarding and alighting number of passengers at each station of the train trip from its origin to final destination.
This will expanded to estimate total boarding/alighting at every station, total passenger trip catered by each
route and by MMTS in a normal week day and level of ridership between stations. About 10- train trips will be
covered.
Interview of MMTS Passenger– on sample basis, consultant will interview MMTS users on pre-designed
proforma to capture personal details, trip characteristics with clear differentiation between home based and
non-home based trips, whether resident or floating population, opinion on the services etc. Consultant will
conduct approximately 500 such interview on sample basis.
Sub-Task 3.6.5 Bus Passenger/On-Board Survey
Like MMTS passenger survey, Bus passenger survey on APSRTC city bus and SETWIN bus will also be
conducted. This survey will also be divided into two parts such as:
Boarding/Alighting Survey – on sample city bus route, Consultant will conduct on board boarding and
alighting survey to count number of passengers boarding and alighting at each stop (schedule/ request/
intersection) along with time stamp. This will expanded to estimate total passenger trip catered by each route/
by trip in a normal weekday and level of ridership/occupancy in bus between stops. About 200 bus-trips will be
covered.
Interview of Bus Passenger– on sample basis, consultant will interview Bus users on pre-designed proforma
to capture personal details, trip characteristics with clear differentiation between home based and non-home
based trips, whether resident or floating population, opinion on the services etc. Consultant will conduct
approximately 5,000 such interview on sample basis spread across the study area at selected bus stops or on
board.
Sub-Task 3.6.6 Surveys to Develop Speed – Flow Function
The speed flow relationships and link volume travel time functions, or Volume Delay Functions (VDF), play an
important role at the traffic assignment stage in the travel demand modeling. The volume travel time functions
are entered as attributes of links, which in turn represent road sections. The purpose of these VDF is to
determine the travel time according to the volume on each network link. Towards this, selecting representative
road sections and developing such VDF on each is important. Although while reviewing earlier studies
consultant would also appraise the number and type of representative road sections that have been used in
past, consultant at this stage will develop the exclusive VDF for the following categories (16 no.) of road
sections. This consultant believe can represent the variety of roads that HMA strategic road network would
have.
SL/IL Undivided One Way
SL/IL Undivided Two Way
2/3 Lane Undivided One Way
2/3 Lane Undivided Two way
2 Lane Flyover Undivided One way
4 Lane (Effective 2 lane ) Divided Two way
4 Lane Undivided One Way
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Inception Report
6 Lane (Flyover) Divided Two way
4 Lane NH (Rural portion) Divided Two way
4/6 Lane (Bypass/ORR) Divided Two way
Expressway Divided Two way
Long Bridge Divided Two way
On the identified sections, consultant willmeasure the speed and flow of all classified vehicles. Speed
measurement will be done by Registration Plate Method using recording devices, by noting the Registration
number and time at entry/exit. Spot speeds will also be measured using Radar Speedometer. Simultaneously
Vehicular Flows will be counted manually at 2 minutes interval period.
The recording device is a custom built Micro controller based on 16 bit data recorder or (Data logger) which
facilitates recording the registration numbers with a time and date stamp preset.
The survey will be carried out for a total period of 8 hours divided into early morning off-peak + morning peak
+ afternoon off-peak + start of evening peak. The above periods will capture the variation in flow, speed, side
friction, cross friction etc.
Figure 2-2: Typical layout of speed flow survey
Sub-Task 3.6.7 IPT (Taxi and auto-rickshaw) Survey
The objective of this survey is to assess the operational characteristics of the IPT (Auto Ricksaw), identity
problems & issues and suggest appropriate policies for its rational development. In this section survey will be
conducted to appreciate the current IPT system characteristics in the city and its user’s profile. There will be
two part of this survey
• Passenger survey - the IPT users will be interviewed to assess their trip characteristics in terms of origin
and destination of trip, purpose and cost of trips, home based or non-home based trips etc.. consultant will
do 3,000 such interview covering Auto Rickshaw and Taxi users.
• Operator Survey - this will provide IPT operational characteristics in terms of route of operation, vehicle
utilization, passengers carried/day, operating cost and revenue etc.. consultant will do 500 such interview
of Auto / Taxi drivers.
The survey will be conducted at locations, like Railway stations, Bus Stations etc, with high concentration of
IPT modes and trips.
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Sub-Task 3.6.8 Speed and Delay Survey
Mobility as defined by network characteristics is manifested in journey speed and delay characteristics. This
survey is conducted to assess mobility levels provided by the network and identify bottlenecks. The speed and
delay studies will be conducted using moving car observer method wherein in addition to journey time, delay
etc. vehicle coming from opposite direction, vehicle overtaking test car and vehicle overtaken by test car will
also be counted. Two round trips will be made on each link of the selected network for statistically sound
result during day hours (peak/off-peak period). Our initial appreciation of HMA’s road network suggests that
around 4,000 km will have to be covered under this survey.
Sub-Task 3.6.9 Work Place Survey
The work place survey would involve on sample basis of commercial, industrial and institutional
establishments within the Study Area in order to understand the following aspects:
• Trip generation characteristics of various activities
• WTP for improved public transport facility
• Likely hood to divert to proposed metro based on improved level of service in Metro
• Response to congestion pricing
• Response to parking policy/ pricing
• Generalised cost parameters
The information on daily visitors and employees by each type of establishment would help in establishing a
parking-activity relationship. The establishments will be covered would include wholesale and retail shops,
government and private offices, schools and colleges, industries, warehouses, workshops and any other
public or private institutions of significance. The information to be collected would include the trip
characteristics of the visitors as well as characteristics of establishment including floor area, number of
employees, number of visitors per day, pattern and modes used for delivery of goods to their establishments
etc. Consultant will interview around 100 establishments and 3,000 visitors on sample basis as part of work
place survey.
Sub-Task 3.6.10 Goods Focal Point Survey
There are number of goods terminals of varying size in the study area. This survey will provide the data
related to inflow and out flow of commodity and goods which are controlled by major goods terminals in the
city. This would supplement the O-D matrices for goods vehicle generated based on O-D survey at outer/inner
cordon points. The survey will also include terminal inventory to assess physical infrastructure available and
its characteristics. This survey will be conducted at 10 locations within HMA such as Kukatpally, ICD Sanat
nagar, LB Nagar, Reti bowli, Sagar Road, Patan Cheruvu, Gudi Malakpuri, Began Bazat, Monda market etc.
Sub-Task 3.6.11 Parking Survey
With the changing travel habits and increasing number of motor vehicles the problems are bound to become
serious in the absence of properly planned parking facilities. An inventory of the existing on-street and off-
street parking facilities will be prepared. The general methodology for both the surveys is similar, though
minor details can be different. The field survey will be carried out for all types of vehicles in the area under
study in order to determine the parking demand in terms of accumulation and duration. Field studies will be
conducted for 12 hours (06:00 to 18:00 hours) during weekdays. The data will be recorded through Patrolling
Method by the enumerators at about 10 locations/stretches in addition to the locations/stretches covered as
part of Stage-I survey for IAP.
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Sub-Task 3.6.12 Non-Motorized Traffic Survey
At identified location, NMT count survey including pedestrian will be conducted on pre-designed proforma for
a total 12 hours period. The period of survey will be split into two parts so as to capture both the AM and PM
peak period. These surveys will be located at/along stretches where the proportion/numbers of NMT are high.
Sub-Task 3.6.13 Opinion Survey
Opinion survey will be integral part of the many of the interview survey, consultant will conduct surveys such
as Bus passenger survey, MMTS passenger survey, IPT user survey, wok place survey etc to ascertain user’s
perception on various services such as MMTS, Bus service, auto/taxi etc..
Sub-Task 3.6.14 Commercial Vehicle Survey
Commercial vehicle includes goods vehicles and taxis/ auto rickshaw operating in the study area. Objective of
this survey is to supplement the matrices of such travel pattern developed out of various surveys so as to
complete commercial vehicle movement matrix in the study area. Under this task consultant will identify gaps
in information and focus systematic data collection from various transport operators, IPT association etc.
Sub-Task 3.6.15 Road Network Inventory Survey
The appreciation of road network characteristics is important to assess existing capacity and present level of
service of the roads, to identify the constraints, if any, and to assess the potential for improvement/up-
gradation of road network to cater to increasing demands of traffic movement. This sub-task will be achieved
through various steps.
• Identification of primary network – based on the map study, extensive reconnaissance survey, our own
experiences and other information.
• Designing the format to capture all intended and useful information in consultation with client.
• Actual Survey – this will be done by trained enumerators under the guidance of in-field qualified and
experienced engineers. The field survey will be conducted to measure physical characteristics of the
network in terms of right-of-way, carriageway, shoulders, footpath, median and drainage of each section.
Also the conditions of street lighting, telephone poles, existing traffic management measures, extent of
tree plantation and the predominant adjoining land use etc. will be recorded.
Consultant will conduct such survey on about 4,500 km of road network in HMA towards identifications of
strategic road network for UTP Model Development.
TASK 3.7 DATA COLLECTION FROM OTHER SOURCES
Besides data collection from primary surveys, such study do require many more information/ data to be
collected from various sources in the study area. Consultant will identify, collect, collate such data which
would complement the information collected through primary surveys and be used in various stages of the
study. At this stage, consultant feel following data would need to be collected:
• Satellite imageries at a scale of at least 1:12500 for the areas HMDA do not have GIS map including road
network: With the help of HMDA consultants will obtain the above imageries for selected areas in HMA to
prepare a detailed road network map of HMA and appreciate development pattern.
• Necessary Maps of the study area such as “Wards” boundaries in various municipalities and GHMC.
• Data on Demography, Economy and Land-use: Recent population and economic census data will be
collected and compiled at delineated Traffic Zonal level.
• Establishment Data with type, employment and location
• Network Characteristics: Digitized network map will be finalized after necessary ground verification. List
and ownership of the roads including ROW information.
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• Traffic and Travel Characteristics: Traffic volume at various locations in HMA as compiled by various
agencies will be collected for past years from various other study reports and government departments.
• Detailed data on APSRTC fleet, depots/terminals/stops, route, schedule, passenger trips, fare structure
and future plans.
• Data related to Road Safety and Environmental Aspects
• Historical statistics on MMTS passenger boarding and operational characteristics.
• Historical data on Air Traffic and operational characteristics of the new airport.
• Vehicle registration data.
• General reports for appreciating institutional and legal framework: The starting block would be identifying
the various stakeholders, agencies and key role players in transport infrastructure development. Their
role, legal mandate (both short and long term) and inter-relationship would be examined.
TASK 3.8 CODING, PROCESSING, ANALYSIS AND INTERPRETATION OF DATA COLLECTED FROM
ALL SOURCES
Under this task Consultant will do necessary coding and computerization of all data collected from both
primary surveys and secondary sources in appropriate database such as MS Excel, MS Access, SQL etc after
necessary validation. This would be available for even client agency to access any time. The complete
database, at the end of assignment will be handed over to HMDA for further use and reference in future.
Sub-Task 3.8.1: Analysis of Household Survey Data
The following information will be derived out of the household surveys pertaining to:
HOUSEHOLD CHARACTERISTICS
• Distribution of households by size
• Household size by income group
• Distribution of population by age group
• Distribution of population as per age and sex by area
• Educational level of population by area
• Occupation pattern of population by area
• Distribution of households by income groups
• Distribution of households by household size
• Household expenditure pattern as per income groups by area
• Household expenditure on travel according to mode by area
PERSONAL CHARACTERISTICS
The personal characteristics of an individual are often a key-determining factor in the trip making. The
following are the two most significant indicators of personal characteristics of a traveler or commuter:
• Income and
• Occupation
Both these aspects would be intercepted for each individual of the surveyed household
Apart from the above the user’s perception on the following aspects will also be obtained from the household
survey analysis.
• User rating of services by mode
• User perception of service by mode
• User suggestions for improvement of service by mode
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TRIP CHARACTERISTICS
The following aspects on the trip characteristics will be derived from the analysis of household survey result:
• Trip generation by zone
• Distribution of trips by purpose
• Distribution of trips by mode
• Distribution trips by trip length
• Distribution of trips by income group
• Distribution of trips by purpose and income group
• Distribution of trips by income group and trip length
• Distribution of trips by purpose and mode
• Distribution of trips by purpose and trip length
• Distribution of trips by mode and trip length
• Total Intra-city Travel Demand (Mode wise and purpose wise O-D Matrices for the different period the day
such as AM Peak, PM Peak, Off-peak, 24Hrs.)
From the above set of findings consultant will derive the following information:
• Mode wise average trip lengths (km)
• Per capita trip rate (PCTR) for the city as a whole.
• Travel demand for different purposes
• Travel demand by different modes
SPSS – AN ANALYTICAL AND PRODUCTIVITY TOOL

To achieve accuracy and statistical rigour while establishing above parameters, it is necessary to conduct the analysis
with the help of professional statistical package as it will difficult to ensure the same by using common spreadsheet or
database software used on desktop machines which have very limited and sometimes erroneous statistical analysis
capabilities. Consultant plan to use SPSS, market standard professional software for analysing the data coming from
Household survey. Apart from ensuring rigour and accuracy, the software will also be a productivity enhancement tool in a
way because it will save time in ensuring details of every procedure. This package has been used in CTS, Mumbai for
analyzing household survey data.
Stated Preference Survey Analysis:
Survey data will analyzed to know the perception of the users about the existing public transport system
(suburban rail/bus), reasons to choose public transport vis-a vis private modes, problems encountered in any
of the selection, factors which affect the choice.
In addition, other information collected during survey give an idea to plan an improved system or even to
upgrade or expand the existing system. Some of the outputs could be as follows:
• Average acceptable walking time in proposed or expanded system,
• Average acceptable walking distance in proposed or expanded system,
• Average acceptable waiting time in proposed or expanded system, etc.
• Acceptable fare structure
• Stated acceptable fare hike against time saving
A Technical Note on “Home Interview Surveys comprising O-D Matrices, Desire Line Diagram and other
characteristics” will be submitted to HMDA/Technical Advisory Committee (TAC) for review and
observations.
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Sub-Task 3.8.2 Cordon points and Screen line Data Analysis
Under this task, the whole range of traffic data pertaining to those of traffic volume counts and origin-
destination patterns of commuters, that have been collected in the surveys at outer cordon, inner cordon and
screen lines, mid-blocks will be analyzed and the findings from the same would be interpreted to form an input
to further transportation modeling and travel demand estimation.
Traffic flow characteristics - The traffic volume characteristics will be studied in terms of hourly variation and
composition of traffic including average daily traffic and peak hour traffic. An effort would be made to
understand the spatial variation in the traffic flow, while moving from core to the periphery of the study area.
The change in composition of traffic with the spatial distribution will also be analyzed at this stage.
Travel characteristics - This activity will

comprise of interpreting the travel
characteristics viz. purpose, frequency, trip
length, travel time, etc by classified mode
users at various delineated orbits of the city.
Trip Desire - The O-D data collected at outer

cordons will provide mode wise and purpose
wise vehicular trip matrices at various
surveyed location which in turn may be
converted to passenger trip and tonne-trip
matrices using average occupancy and
average pay load. Adding them together and
Figure 2-3: : Three components of travel viz. I-E, E-I and E-E of
excluding the vehicular trips intercepted at
two other cordon locations will provide trip total travel demand of HMA
matrices for HMA as whole. As explained in our earlier task, consultant would include the goods traffic also in
the O-D survey and prepare the mode-wise O-D matrix of them to devise the similar sort of output as
passenger traffic.
Occupancy Patterns - The mode-wise occupancy data for different vehicles types that will be recorded on
sample basis, during the volume count survey itself. This will be compiled and through weighted average
method the average occupancy by each class of mode will be determined at different parts of the study area.
Sub-Task 3.8.3 Analysis of Other Primary Survey
Turning Movement and Inventory Survey data Analysis – Analysis of the survey would provide us peak
hour flow diagram that can assist in the validation of UTP model at the same time addressing immediate
improvements of the junction. Inventory at junctions will be useful in planning the improvements to enhance
the capacity of each approach arm and thereby capacity of intersection/ junction as a whole. Purpose of this
sub-task would be to establish an equation (model) at representative strategic intersection, which can present
delay at all other similar intersections with given input of q/c. Where, q represents traffic flow/hour at the
intersection, and c stand for capacity (flow/hr) of the same intersection. This model is used for assigning turn
penalties during four-stage transport model development for each node excluding end/start/centroid.
Traffic Surveys Data collected at Major Terminals (Road/Rail/Air) - Terminals are essentially located at
high demand concentration points. In addition to being major boarding and alighting points terminals also
serve as waiting areas for passenger, interchanges, rest areas, parking area and so on, depending on specific
conditions. As discussed in the previous section every terminal will be treated on exclusive basis to identify
survey needs. Accordingly analysis at each terminal would vary. The data would be analyzed as per the
survey conducted at each terminal to assess terminal efficiency, operational characteristics, its access, area
and facility adequacy, any bottleneck in adjoining network etc.
Analysis of Survey of Floating Population – As discussed in sub-task 3.3.2, interview of the floating and
institutional population on sample basis will be conducted. Analysis of such data would provide in addition to
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profile of such group, most importantly trip information which is generally not captured in traditional home
interview survey. This would supplement the trip matrices developed for intra-urban movement. This will
further be supplemented through the analysis of O-D data captured at outer cordon location as most of the
floating population enter the study area through outer-cordon.
MMTS Rail passenger Survey Analysis – Through the analysis of the collected data, Consultant will bring
forth issues relating to efficiency and effectiveness of the system at the same time of users preferences and
perceptions. While on-board survey data would provide total ridership, boarding and alighting numbers at
various stations etc., passenger interview would apart from general profile and trip characteristics of the
passenger will give users perception on the services and suggestions towards improvement. Such
opinion/suggestions would be used to identify potentials and constraints of the system, which could form an
important input to the stage of formulation of plans and strategies.
The other information collected from the secondary sources, once analyzed will elicit issues related to MMTS
rail system and its operational characteristics in a comprehensive manner, which would form input to the
adequacy analysis of the system “mode choice modeling” in subsequent stages. The analysis would be based
on detailed data collected from Indian Railways.
APSRTC Bus Passenger On-Board Survey Analysis - Analysis of the passenger on-board survey will help
us to identify bus users’ profile, trip characteristics, their perception on the service, and shortfalls between
expectations and available infrastructure. This analysis will further be substantiated with Bus Transport
System Characteristics including the aspects such as fleet size and growth, routing and scheduling,
performance indicators etc. Combining both analyses, at this stage, consultant will bring forth issues relating
to efficiency and effectiveness of the system at the same time of users preferences and perceptions. The
outputs would form input to the adequacy analysis “mode choice modeling” in subsequent stages.
Survey analysis to Develop Speed-Flow Function - As discussed in earlier section, data will be plotted and
curve is drawn enveloping all the points to assess the tentative lane capacity for each categories of the roads
separately. These tentative lane Capacities and Free flow Speeds derived from the enveloping curves are
taken as initial guess for calibration of different speed flow and volume delay models. Following the standard
procedure of calibrating various forms of speed flow functions such as BPR functions, modified BPR
functions, conical functions, and other empirical equations will be calibrated and compared before adopting in
this study. Some of the typical speed-flow functions developed by us in other similar assignments are shown
below.
VDF
Rank 89 Eqn 8010 Power(a,b,c)
r^2=0.56579138 DF Adj r^2=0.55770054 FitStdErr=71.59706 Fstat=105.54627
a=125.99449 b=341.5599
c=1.9071068
550 550
494.44 494.44
438.89 438.89
383.33 383.33
Actual Delay
Actual Delay
327.78 327.78
272.22 272.22
216.67 216.67
161.11 161.11
105.56 105.56
50 50
0.1 0.34444 0.58889 0.83333 1.0778
V/C
BPR Functions Empirical Equation Conical Functions
IPT (Taxi and auto rickshaw) Survey Analysis - The IPT both supplements and complements the public
transport system of a city and therefore needs to be duly considered. The objective here would be to
determine the operational and performance characteristics of IPT and determine their role in the total
transportation system of the city.
Speed and Delay Survey Analysis - The importance of speed and delay survey is to appreciate the
prevailing travel speed on the network. This survey is also important in order to measure the delays and
degree of congestion with reference to time of the day, location, duration or the magnitude as well as the
frequency with which such delays occur. Another important aspect of this study is the measurement of spatial
separation in terms of travel time between different zones of the city. The data analysis would result in journey
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speed, running speed and delay with associated cause on each link of the comprehensive road network in the
study area.
Work Zone/Place Activity Survey Analysis - The data collected through surveys conducted at the work
zones will be analyzed initially to estimate the quantum and pattern of non-home based trips. Analysis will
also help in developing relationship between various kinds of activities and related traffic demand. The survey
analysis will provide the trip generating characteristics of Government, Industrial, and Commercial
establishments.
Consultant will develop trip generation and trip attraction rates for various kinds of activities so as to develop a
framework for undertaking Traffic Impact Studies on surrounding network for any kind of activities. It will
also provide the basis for formulating the guidelines in local planning decisions.
Goods Focal Point and Movement Survey Analysis - The data collected through traffic volume count at
outer cordons, inner cordons, screen lines together with O-D at same locations would be analyzed to devise
goods vehicle travel matrices. This would be further supplemented with the information collected from various
operators and freight terminals.
Parking Survey Analysis - People commute to perform some activity. At the end of the trip the vehicle that
was used to perform the trip has to be left behind to actually perform the activity. Except in the case of public
transport the vehicle has to be safely parked. This would lead to the conclusion that just as travel is a function
of activity so is parking, at least to the extent of private transport share. The objective of this task is to study
this relationship. Out of the survey, consultant will establish activity profile at the identified parking locations,
parking characteristics in terms of accumulation, parking duration, turnover etc. In addition, from numerous
examples it may be concluded that IPT is hardly ever provided with parking facility in a planned manner. This
result in lack of even remotely terminal/interchange like facilities for the IPT resulting in parking encroaching of
the ROW causing problems to all: the IPT users, other road users and the operators themselves. These and
other related issues would be considered in our analysis. Further, in absence of significant and organized
information available on IPT, little is known about its operation and operators. The operators who may be
expected from the economically lower sections of the society should be taken care of in any attempt to
improve, alter or modernize the city’s transportation system. This would be an attempt to assess the socio-
economic characteristics of the operators and their perceptions and problems.
Pedestrian and Non-Motorised Transport (NMT) Survey Analysis - The objective of this survey and
thereafter analysis would be to establish pedestrian flow patterns, NMT movement pattern and its impact on
stream flow, NMT travel characteristics, and estimating hazard indices. These would be used to identify critical
areas both for the present and in the future and would be addressed mostly through immediate action plan.
Opinion Survey Analysis – The opinion sought in various interviews (bus passenger, MMTS, rail passenger,
during roadside interview) on general perception of the public transport, road network, traffic management,
MMTS will be analyzed qualitatively and used at various stages of the study including the stage of transport
strategy and policy formulation.
Commercial Vehicle Survey Analysis – The data captured at outer/ inner cordon points regarding
commercial vehicle movement including goods vehicles and Taxis, and their trip characteristics will provide
general desire of the commercial vehicle movement in the study area. This will be supplemented with the
information collected from various commercial vehicle operators, commercial vehicle associations and whole
sale market union etc. to have a comprehensive understanding on commercial vehicle movement in the study
area.
Sub-Task 3.8.4 Road Network Inventory Survey Analysis
The objective under this task would be to identify the primary and secondary network and appraise it critically.
This would be done through a combination of physical and functional considerations.
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The data collected in inventory survey will be analyzed to appreciate characteristics of the links such as
carriageway width, Right-of-Way, pavement type, availability of footpath, side friction, street furniture and
broad land use abutting the link etc..
As speeds is a function of physical characteristics of the link and the traffic characteristics, the results of
Speed & Delay surveys would be correlated with physical characteristics of the network. Further side friction
to flow due to abutting land use and parking, intersections also affect running and journey speeds and cause
delays. All such physical, functional and operational causes of delays causing bottlenecks would be
identified.
A Technical Note on “Road Inventory, Traffic Surveys and Analysis” will be submitted to HMDA/Technical
TASK 3.9 DEVELOPMENT OF BASE YEAR TRANSPORT SYSTEM NETWORK MAP IN GIS
Transportation system network comprises of links. Links are the shortest segments on which trips are
assigned. Under previous tasks Consultant have identified first set of network on which inventory and speed
and delay surveys have been conducted. Under this task consultant willcode each and every link with their
key attributed in GIS.
Base Year transportation networks will be developed separately for:

• MMTS (utilising data from Indian Railway);
• Metro (HMRL);
• Bus (APSRTC), SETWIN;
• Road (GHMC, Cantonment Board, HMDA, R&B, Other Municipalities and our own road inventory
surveys); and
• Pedestrian (road inventory surveys).
These networks will form the basic inputs to various stages of the model development and application
process. Accordingly, these networks will be calibrated, and validated, to ensure that they closely represent
the networks in place at the time of data collection and also the travel behaviour of their users.
TASK 3.10 PREPARE AND SUBMIT FIELD SURVEY REPORT (STAGE-II)
Consultant will submit a comprehensive report on “Field Survey” conducted in Stage-II towards baseline data
collection in the study area. This report would contain details relating to the type of surveys, methodology
adopted, sample and quantity, formats followed, its codes used in computerization of data and raw data in
reportable format.
TASK 3.11 ESTABLISH THE EXISTING TRAFFIC AND TRANSPORT SCENARIO OF STUDY AREA
Having completed tasks 3.8 and 3.9, at this stage Consultant will synthesize all results, interpretation, issue
and potential identification. This will culminate to a comprehensive existing traffic and transport scenario of the
study area. The scenario would primarily cover base line socio-economic characteristics and land use pattern,
transport system characteristics, traffic and travel characteristics, PT and IPT characteristics, summary
findings and issues etc.
TASK 3.12 DATA COMPILATION AND STATISTICAL ANALYSIS REPORT
At the completion of Task 3.11, Consultant will submit the “Data Compilation and Statistical Analysis Report”
which will essentially have all the data collected from primary surveys and secondary sources in the electronic
form along with statistical analysis also presented in the graphical formats, initial findings and issues. This
th
task will be accomplished at the end of 12 month from the inception of the study.
At this stage, Consultant will present the findings to the client HMDA)/Traffic Advisory Committee (TAC).
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TASK 3.13 DEVELOP STRATEGIES FOR INTEGRATED TRANSPORTATION SYSTEM
It has been a world wide growing concern now that a “predict and provide” approach can not provide a
solution to budding transport problems. Efforts to improve the supply of transport have to match by measures
in order to control transport demand. This emphasizes the role of land use planning as complement to
transport policy. Our approach would be to provide with broad guidance on the ways in which policy on land
use can complement and be combined in order to achieve integration. After all, objective of any integrated
transportation strategy is to have “a seamless, cost effective system for moving people, goods and resources
operating within HMA and its hinterland that:
• improves interaction and physical connectivity;
• enables communities and industries to meet their transport needs; and
• enhances the Region’s economic development and environmental wellbeing.”
Accordingly, to achieve the objectives, through our approach consultant would focus on the following four
aspects:
• strategic transport system;
• transport and industry;
• land use and transport planning; and
• principles and priorities for transport investment.
TASK 3.14 ESTABLISH SERVICE LEVEL BENCH MARKS FOR STUDY AREA
Consultant understand the need of measuring performance to urban transport activities in various cities of
India. To facilitate comparison between cities and changes in performance over time, it was felt important that
the performance levels are monitored against set benchmarks. It is in this context, that the MoUD has service
level performance benchmarks identified for the following areas of intervention:
• Public transport facilities • Availability of parking spaces
• Pedestrian infrastructure facilities • Road safety
• Non Motorized Transport (NMT)facilities • Pollution levels
• Level of usage of Intelligent Transport System • Integrated land use transport system
(ITS) facilities • Financial sustainability of public transport
• Travel speed (Motorized and Mass Transit)
along major corridors
Typically, four levels of service (LoS) have been specified, viz. 1, 2, 3, and 4 with 1 being highest LoS and 4
being lowest to measure each identified performance benchmark. Consultants understand the process, and
accordingly will do rating based on qualitative and quantitative analysis of available data for each of the
performance benchmarks.
TASK 3.15 IDENTIFY PHASE-II CORRIDORS OF MRTS
Phase-I of MRTS development has recently begun through PPP in Hyderabad. It covers around 72 km of
length. The MRTS network is expected to be expanded to reach more areas in the city. In this regard, Govt./
client agency would want to identify next set of corridors to be bunched for Phase-II assignment.
Towards this, consultant will identify the corridors based on estimated traffic level, technical feasibility, and
connectivity to important activity centres as preliminary shortlist. This will be discussed and supported with
earlier studies in consultation with client and submitted for consideration.
A tentative list of Phase-II corridors of MRTS will be submitted at the end of 4 months from inception of the
study.
Thereafter, once UTP model is developed, validated and calibrated, consultant will test these corridors again
in view of integrated transport strategy and as per the agreed evaluation framework in Task 4.4.
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ACTIVITY 4: DEVELOPMENT AND OPERATION OF URBAN TRANSPORT
PLANNING MODEL AND FORECAST
TASK 4.1 BASE YEAR TRANSPORT SYSTEM NETWORK CODING
This task will begin from the background of Task 3.9. Digitized (vector format) and finalized through ground
verification road network map will be used for network coding which will form one of the important inputs for
developing and running transport planning models. Node numbers will be given as per the requirement of the
software chosen/decided for modeling purpose.
Consultant will compile attribute data for the network (link and node characteristics). Consultant will also
prepare input files including network coding based on the inventory collected as a part of Sub-Task 3.6.15.
Finally, the network would be built up as a link-node map. The nodes can be defined as points of transition
which may be a point with a significant change in activity on interaction substantial with significant addition or
diversion of traffic i.e. the significant junctions. A connection between two nodes forms a link, which would
then be a homogeneous section in terms of physical and functional properties. It is essential to build up the
network as a link-node map in order to assess the network capacity, identify bottlenecks, missing connections
and also to suggest specific improvement options. The link and nodes characteristics would form the link –
node database, which would determine the levels of connectivity, accessibility and consequently route choice
and actual traffic movement.
A typical coded transport network map along with input data format for model development in EMME is shown
in Figure 2-4.
Figure 2-4: Typical Coded Transport Network Map and Road and Transit Network Attributes in EMME
Other input data for model development such as O-D matrices by mode, purpose and time (day/peak/off-
peak), speed-flow functions developed in the Task 3.8 will be used in further model calibration.
TASK 4.2 COMPILE PLANNING PARAMETERS
Having identified and collected planning data from various sources (field surveys, secondary sources), the
prime objective of this task is to break all data at traffic zone level. For the purpose, Consultant will prepare a
check list depending upon finalized modeling approach to select the planning parameters which are to be
used in the base year model development and predictable for future years with reasonable accuracy. Such
planning parameters could be:
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Inception Report
• Population by sex
• Employment/Job by type (primary, secondary, tertiary)
• Resident Work Force by type
• Number of students in various levels (primary, secondary, universities/colleges)
• Number of educational institutes (primary schools, secondary schools, colleges, professional institutes)
• Average Income
• Vehicle ownership
• Land use (Residential, commercial, mixed, industrial, institutional, barren, agricultural, transport etc.)
All of the above parameters will be quantified at traffic zone level for the base year. Where possible time
series data will also be compiled at traffic zone level.
TASK 4.3 SETTING UP URBAN TRANSPORT PLANNING MODEL (DEVELOPMENT, CALIBRATION

AND VALIDATION)
This Section describes in more detail our modeling methodology for the study – as consultant perceive at
this present time. As the various data challenges become more apparent, consultant will during the course of
the study adopt the methodology to best accommodate those challenges without diluting basic requisites of
the UTM model. With this in mind, this remains an indicative methodology. The preferred approach will be
determined on the basis of our assessment of the quality, suitability and robustness of the data as it becomes
available.
The modeling methodology addresses all of the requirements of the TOR, provides a level of detailed
modeling significantly greater than anything yet attempted in Hyderabad, whilst still attempting to ensure a
high level of usability. A generalised form of the modeling framework is given in Figure 2-5 below.
As Figure 2-5 shows, consultant will adopt a standard 4-stage, recursive, model – with a number of
refinements to best address the unique properties of HMA’s transportation system. Our approach to the
detailed modeling of the HMA is a ‘holistic’ one, whereby consultant recognise that each of the constituents of
HMA has their own specific socio-economic and trip-making characteristics; and all co-exist, and interact,
inter-dependently (rather than independently) as vital, and dynamic, components of the HMA. The modeling
methodology would cover the requisite of TOR as follows:
• Modeling mode split, including walk, public transport modes • Mode Choice Model (MCM)
(auto rickshaws, taxi, bus and rail) and private transport
(motorcycle and car), good's vehicles
• Assigning trips to MMTS and bus networks taking into • Trip Assignment Model (TAM) considering
account the condition in trains, variations in bus speeds and generalized cost and speed, frequency etc. as
frequency due to changes in overall traffic volume, and fares attributes to transit lines built into an integrated
Transport network.
• Reflecting the impact of new land use developments and /or • Trip End Model (TEM)
control policies, including Truck Terminals, Truck parking
lots, Interstate Bus Terminal etc
• Responding to traffic demand management measures such • Trip Distribution and Trip Assignment Model
as parking fees, road user charges and congestion pricing, (TAM)incorporating the increased generalised costs
as well as the staggering of working hours, flexi hours and
multiple shift work
• Assessing impacts of the introduction of Mass Transit • Trip Assignment Model (TAM) with integrated
System (Rail/Road based system) Transport network
A report on the “methodology for UTP Model development, calibration and validation will be submitted to client
before actual start of this task.
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Inception Report
HMA
Sub- Task 4.3.1 Urban Transport Model (UTM) Development
The following sections describe, in more detail, the various components of the model.
TIME PERIODS
Consultant will develop trip matrices for the following time periods:
• AM 4-hour Peak Period;
• PM 4-hour Peak Period; and
• Daily (24 hour)
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Inception Report
The model will produce trip matrices for these time periods. Hourly trip matrices for trip assignment will be
produced through the matrix manipulation sub-model. The actual hourly period to be assigned will be
determined from an analysis of the survey data. This approach would provide more realistic estimates of traffic
flows that can determine the congestion levels and identify critical links in the Transport Network.
As the economic viability of transportation projects is largely determined by their daily (and annual) travel
demand and resulting revenue streams, Consultant will develop daily trip matrices to supplement these peak
matrices. AM and PM peak period matrices will be derived from the Daily (DY) trip matrices.
TRIP PURPOSES
On the basis of our reviews of previous studies, and our national and international experience, we expect the
main purposes of travel in HMA to be:
• Home Based Work (i.e. Home to Work/Work to Home) - HBW
• Home Based Education (i.e. Home to School/College & School/College to Home) - HBE
• Home Based Shopping (i.e. Home to Shopping/Shopping to Home) - HBS
• Home Based Other (other Home Based trips e.g. social, personal etc.) - HBO; and
• Non-Home Based (i.e. trips where neither end was at the Home) - NHB
It may also prove necessary to further disaggregate Work trips by income (e.g. low, medium & high) and
Education trips by institution (e.g. upto Primary, beyond Primary / upto Secondary, & College / University).
Consultant anticipate that these will be the main purposes modelled – however, consultant will obtain
clarification of the relative importance of each trip purpose from the results of our Household Interview Survey
(HIS) and Roadside Interview Surveys (RIS’s).
HOUSEHOLD CHARACTERISTICS SUB-MODELS
Consultant will develop trip-end estimation models for each of the above trip purposes in the model. In order
to do so, a number of sub-models will be developed to categorise households within the HMA into groupings
with identifiable household characteristics which are shown to be reliable determinants of vehicle availability
and trip-making. These sub-models will be developed from the results of the HIS. It is anticipated that these
sub-models will include:
HOUSEHOLD SIZE SUB-MODEL (HSM)
This sub-model will estimate the probabilities of

households containing various numbers of
household members, based on observed zonal
average household sizes. This will probably be
achieved by fitting curves to the observed HIS
data, as shown in Figure 2-6.
For the purposes of forecasting it will be

necessary to develop a relationship between
average household size and population density.
Traditionally one would expect higher household Figure 2-6: Typical Household Size Model
sizes to be associated with areas with high
population densities. Given a future year zone population (and consequently a population density) it will be
possible to estimate the average household size of given zones.
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Inception Report
HOUSEHOLD WORKERS SUB-MODEL (HWM)
This will estimate the probability of households

containing a given number of employed household
members, on the basis of observed zonal average
employed residents per household. This will
probably be achieved by fitting curves to observed
HIS data (in a similar manner as used for the
HSM), as shown in Figure 2-7. It will also be
necessary to develop a relationship between
population densities and mean zonal workers per
household.
This same approach will be used to estimate the

numbers of household members in full-time
education – as part of the Household Students
Sub-Model (HEM). Figure 2-7: Typical Household Workers Model
HOUSEHOLD INCOME SUB-MODEL (HIM)
This sub-model estimates the probabilities of

households having 0, 1, 2 or 3 or more vehicles
available for their regular use. This will probably be
achieved by fitting curves to the observed HIS data,
on the basis of observed average household
income (most likely normalised against the
observed average household income for the HMA
as a whole) of the zone. A typical model is shown in
Figure 2-8.
To obtain future year average household income of

the zone it will be necessary to forecast average
household income over HMA. Base Year (BY) Figure 2-8: Typical Household Income Model
average zonal income will be factored to Future Year (FY) average zonal income by the ratio of:
• FY HMA-wide average household income
• BY HMA-wide average household income
The HIS data will also be examined to investigate the practicality of developing additional sub-models, such a
Household Drivers Licence Sub-Model (HLM).
VEHICLE AVAILABILITY MODEL (VAM)
The above models will provide the following inputs to the Vehicle Availability Model:
• Number of households with 1, 2, 3, 4, 5, 6 and 7 or more residents;
• Number of households with 0, 1, 2, 3, 4 or more employed residents;
• Number of households with 0, 1, 2, 3 or more persons in full-time education; and
• Number of households with household incomes falling in each of 4 household income quartiles.
The ‘Vehicle Availability Model’ will be calibrated separately for each sub-region. The model is expected to be
a logit formulation, and will estimate the number of households in a zone with 0, 1, 2 and 3 or more vehicles.
Consultant will investigate the practicality of disaggregating vehicle availability into 2-wheelers and
cars/jeeps/vans separately. This is an important distinction as 2-wheeler growth is very high in Hyderabad,
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Inception Report
and can be expected to continue to grow rapidly for the foreseeable future. The Logit Model formulation is
expected to be of the form:
Prob[VAG(n)i] = f (household size, number of workers, household income,
accessibility, location)
Where:
Prob[VAG(n)i] = probability of a household in zone (i) being in Vehicle Availability
Group(n)
TRIP END MODEL (TEM)
The Trip End Model will estimate trip productions & attractions by Vehicle Availability Group (VAG) and Trip
Purpose. As described previously, four vehicle availability groups will be modelled, together with five trip
purposes (HBW, HBE, HBS, HBO and NHB).
During the execution of the assignment consultant will examine whether the trip-end model will comprise a
multiple regression formulation or will take the form of category analysis/cross-classification. The decision on
the precise formulation will depend upon analysis of the survey data. The category analysis approach is more
straightforward, but will be complicated by the potentially large numbers of dimensions required to fully
address the trip generation characteristics of Hyderabad.
In terms of trip purposes, it may prove better to further disaggregate HBW trips by income (e.g. low, medium &
high) and HBE trips by institution (e.g. upto Primary, beyond Primary / upto Secondary, & College /
University).
Stratification of HBW trips by income is an option to address the presence of a very significant ‘informal’
employment sector. If this is not addressed at the trip-end level then the repercussions in the trip-end
distribution and mode split components could be very significant. Consultant expect that 3 to 4 income levels
should be sufficient segmentation. To further this approach consultant will also investigate a Destination
Choice Model to facilitate a better matching of trip generations (e.g. low income HBW) to trip attractiveness
(e.g. zonal number of employees in the formal sector). This is a similar approach to trip distribution, but uses
absolute values of attraction parameters rather than attraction trip-ends. This will be investigated more fully at
the appropriate time.
Consultant expect that a similar approach will be required for HBE trips.
It is anticipated that the data will be suitably robust to enable us to develop trip generation and attraction rates
for each of the sub-regions separately. This would tend to shift preference towards a multinomial regression
approach in which a ‘sub-region’ variable could be included in the formulation. This will be investigated.
Consultant will also consider incorporating accessibility as a factor into the trip generation/attraction models.
Trip-end balancing will be at the Study Area level.
DESTINATION CHOICE / TRIP DISTRIBUTION MODEL (DC/TDM)
As discussed earlier, the requirement to satisfactorily pair particular categories of work trips with the
appropriate workplaces and categories of work is critical in a situation where such a large informal sector is in
operation. In an attempt to address this issue consultant will investigate developing a Destination Choice
Model stratified by income (at the home zone end) and number of jobs (by category e.g. informal / retail /
manufacturing / commercial / government etc.) at the attraction zone end. The approach is similar to trip
distribution except that absolute numbers of workers / jobs are used rather than trip ends. For the purpose of
this study consultant will distribute these trips using separate gravity models, A similar approach will be
investigated to allocate HBE trips (upto primary, primary to secondary, and beyond secondary) to their
appropriate institutions.
Traditional gravity models will be developed to distribute HBO, HBS and NHB trips.
MODE CHOICE MODEL (MCM)
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Inception Report
Household residents can be considered to be either being ‘captive’ riders to a mode (i.e. not having a choice
of alternative modes) or ‘choice’ riders (i.e. where they do have a choice of alternative modes available).
A ‘captive’ rider can therefore be considered as one that:

• Has no private vehicle available;
• Cannot find a vehicle for hire; and/or
• Cannot afford to pay for IPT (autorickshaw/taxi)
However, for the purpose of this study consultant will consider that all passengers will have the choice
between train and bus modes (whether or not they have access to a private vehicle).
The following PRIMARY/ACCESS mode combinations are not uncommon in the Hyderabad situation (Figure
2-9).
A simplified form of the mode choice model might be:
Figure 2-9: General Form of the Mode Choice Model
Consultant will have Multinomial Logit Formulation of the form:

Prob(R/(R, B, P)) = e(-UR )
(e(-UR ) + e(-UB ) + e(-UP ))
Where:
Prob(R/(R, B, P)) = probability of choosing rail from rail, bus or private options
R = Rail
B = Bus
P = Private (cars & 2-wheelers)
e(-UR ) = disutility of using rail (similarly for bus and private modes)
= f(access time, transfer time, in-vehicle time, cost, comfort etc.)
Access modes will also be modelled by means of a similar formulation (Figure 2-10).
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Inception Report
Figure 2-10: General Form of the Access Mode Choice Sub-Model
TIME OF DAY SUB-MODEL (TODM)
As discussed earlier, consultant will develop peak-period matrices in addition to daily matrices separately for
the Morning, Evening periods, for each of the trip purposes to be modelled.
For assignment purposes, these peak-period matrices will be factored to single, representative peak hours by
application of suitable factors derived from analyses of survey data.
As the economic viability of transportation projects is largely determined by their daily (and annual) travel
demand and resulting revenue streams, intend to develop daily trip matrices to supplement these peak
matrices. The Daily (DY) trip matrices will be produced by summation of the relevant AM, and PM.
EXTERNAL TRIP MODEL (XTM) Roadside Transit

Interview Passenger
Surveys Surveys
Data collected from the Roadside Interview Surveys (RIS’s),
Rail Passenger Surveys (RPS’s) and Bus Passenger Surveys
(BPS’s) at the external cordon will be used to develop trip-
Trip End
rates for all trips entering and leaving the HMA. Trip Model
distribution will be by one of:

• Gravity model; MAIN Highway
Trip
Transit MAIN
Distribution
MODEL Networks Networks MODEL
•
Model
Growth Factor Models (Fratar; or Furness)
• Direct demand model.
Matrix
Manipulation
The long travel distances associated with external trips

renders trip distribution by gravity model unsuitable. However, Goods Private Transit
consultant will investigate the use of gravity models for these Vehicle
Matrices
Vehicle
Matrices
Passenger
Matrices
trips. Trip distribution will most likely be undertaken by means

of Growth Factor Models, but if time and resources permit, GOODS MAIN
Consultant may also investigate the use of a ‘direct demand MODEL MODEL
model’ to estimate and distribute external trips.

Figure 2-11: General Form of the External Trip
Model
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Inception Report
GOODS VEHICLE MODEL (GVM)
This model will be developed from data obtained during:

• Roadside Interview Surveys (RIS) at the outer/inner Roadside
Interview
Special
Generator
Freight
Terminal
Surveys Surveys Surveys
cordons;
• Interview surveys of goods vehicles at freight terminals
throughout the HMA; and MAIN
MODEL
Highway
Networks
Trip End
Model
• Interview surveys at special generators of goods vehicle

traffic in Hyderabad (such as industries, airport, Truck Trip
Distribution
Terminals, warehouses, markets, export processing zones Model
etc.).
Goods
Matrix EXT'NAL
Vehicle
Manipulation MODEL
Trip generation/attraction rates will be developed using Matrices
regression techniques. Trip distribution for internal/intra-city

trips will be by gravity model. Longer distance external/inter-city
trip distribution will be through application of Growth Factor or, LCV
Matrices
MCV
Matrices
HCV / Artic
Matrices
perhaps, by developing a ‘direct demand model’.
The GVM will be developed as a daily, all-purpose, origin-

MAIN
destination, PCU–trip model. Peak-hour trip matrices will be MODEL
developed by application of peak-hour factors derived from

RIS’s and traffic volume counts. Figure 2-12: General Form of the Goods
MATRIX MANIPULATION SUB-MODEL (MMSM) Vehicle Model
The many matrices produced in the modeling process will require manipulation in order to prepare them for
assignment to their respective networks.
• Firstly, production/attraction (P/A) matrices will need to be reformatted into origin/destination (O/D)
matrices;
• Secondly, the matrices to be assigned to the highway network (i.e. private vehicle, autorickshaw, taxi) will
need to be converted from person trips to vehicle/PCU (passenger car units) trip matrices. This will
require application of vehicle occupancy factors to convert from person trip to vehicle trips, and then PCU-
factors will be applied to convert from vehicle trips to PCU trips; and
• Finally, all matrices will be manipulated to produce hourly trip matrices for each of the time periods to be
assigned. This is particularly critical in the case of the highway-based assignments as the highway
capacities to be modelled, and the volume-delay functions used, are intuitively hourly based.
TRIP ASSIGNMENT MODEL (TAM)
It is anticipated that the rail, bus, IPT, NMT, private vehicle and goods vehicle matrices will be assigned
simultaneously as part of a equilibrium Multi-User Class (MUC) assignment. In a MUC assignment:
1. Rail passenger trips will first be assigned to the rail network;
2. Bus passenger trips will then be assigned to the bus network;
3. Access modes to rail and bus (i.e. NMT and IPT) will initially be assigned as person-trips so as to
facilitate the transfer of person-trips between NMT/IPT and transit modes. Assigned person-trips on
access links used by IPT will be post-processed to factor them to PCU-trip volumes which will be
preloaded to the highway network;
4. The remaining IPT trips will be assigned to the highway network as PCU-trips, together with the private
vehicle .
5 Goods vehicle PCU-trip matrices will be assigned on to the network with due regard to the restrictions/
regulations of movement on the network. Bus PCU-trips will also be pre-loaded to the highway network
in order to represent their contribution to traffic congestion and, consequently, congested highway
speeds; and
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Inception Report
Goods vehicle PCU-trips will then be assigned to the highway network with due regard to
restrictions/regulations.
Private vehicle trips and IPT trips will then be assigned on to the pre-loaded network with congestion factored
into travel times of the links.
This highway assignment is now the fully loaded highway assignment. The resulting speeds on the highway
network will be fed back into the bus network to ensure that congested highway times are incorporated into
the bus transit assignment.
It may be that another series of assignments will need to be made at this stage in order to ensure that the
assigned highway and bus speeds are in equilibrium.
Once equilibrium has been achieved at this level, it will be necessary to feed these congested speeds back
into the detailed model at the TEM stage so that the trip generation/attraction, trip distribution and mode
choice phases also incorporate congested speeds within their own processes. This wider level equilibrium
feedback loop will be repeated until the system-wide travel times across all modes have converged to
equilibrium.
It is envisaged that transit assignments will be on the basis of generalised cost (i.e. to incorporate the effects
of fares, waiting times, transfer times, access times etc. in the route-choice decision-making mechanism).
NMT will also be assigned using generalised cost parameters. For private vehicle and goods vehicle
assignment consultant will investigate whether time or generalised costs-based assignments produce the
more reliable results.
Sub-Task 4.3.2 Model Validation
In order to ensure the robustness of the model (and its various components and sub-models) consultant will
undertake a thorough validation exercise. The model will be run in forecasting mode to synthesise base year
trip-making and travel patterns. The synthesised base year trip matrices will be assigned to their respective
networks and validation will be based on:
• Statistical comparison of observed and synthesised inter-sectoral movements (based on a system of
Coarse traffic sectors) by mode and purpose;
• Comparison of observed and synthesized trip length distributions – by mode and purpose;
• Comparison of observed and synthesized traffic and passenger volumes across screen lines and cordons
(at both regional and sub-regional levels) by mode and purpose;
• Comparison of observed and synthesized traffic and passenger volumes at selected validation count
locations with the sub-regions; and
• Comparison of observed and synthesized journey times on selected highway and transit routes/corridors.
The validation process will ensure that the traffic model is able to satisfactorily synthesise base year trip-
making and travel patterns - at both the regional and sub-regional levels. The ability of the model to
satisfactorily ‘back forecast’ will give confidence in its ability to forecast trip-making and travel patterns into the
future.
Appropriate ‘goodness of fit’ and confidence intervals will be provided as an essential part of the validation
exercise.
TASK 4.4 ESTABLISH PROCEDURE AND FRAMEWORK FOR ECONOMIC EVALUATION
Evaluation of development strategies in general and specific projects in particular is the key important thing for
arriving at an optimum medium and long term transport development strategy.
Under this task, consultant will develop a framework/procedure for economic evaluation wherein travel
demand model outputs such as traffic volumes and speed by mode, travel time on individual links, travel time
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Inception Report
between a pair of traffic zones and income groups of road users, will act as inputs. Preliminary cost (capital
and operational) of the development strategies will also be worked out as inputs to the economic evaluation.
For monetisation of the model outputs, unit Value of travel time (VOT) and Vehicle Operating Cost (VOC) will
be estimated. The assessment of unit VOT will be undertaken with the primary data collected through home
interview surveys as well as the O-D surveys. The VOT thus assessed will be reflective of the mode of travel
as well as the economic profile of the zone from where the trip is getting originated.
In order to estimate the unit VOCs, system-wise VOCs will be assessed:

• Road based system
• Transit based Monorail and Metro systems
2
For the road based system, Road User Cost Study (RUCS), with appropriate calibrations/moderations , will be
used to arrive at unit Vehicle Operating Cost (VOC) by vehicle type in the context of Hyderabad Municipal
Area. The unit VOC will be with respect to the different modes, varying speeds, road configuration, road
condition type, etc. The speed flow equation, for use of estimation of the VOC will be derived from the data
collected from the field, so that they reflect the true traffic condition of the city. For other transit based modes,
the unit operating cost of the system will be assessed after referring to the best of the systems operating on
the other parts of the country.
As for the NMV’s though not much effort has been made at the national level, consultant shall, however, make
an attempt at arriving at a VOC for the same, as well. Benefits will be quantified in terms of savings in Vehicle
Operating Cost (VOC) and savings in time (VOT) because of reduced traffic delays and improvements in
public transit service. Consultant will also make an effort to quantify benefits like improvement in
environmental quality, and traffic safety in the context of the study area, based on the experiences consultant
have elsewhere.
Economic evaluation will be presented in terms of Net Present Value (NPV), Economic Internal Rate of Return
(EIRR) and Benefit–Cost Ratio for the project, over a time period of twenty years.
The model will also have the capacity of undertaking a sensitively analysis to cover the traffic risk, capacity
risk (which anyway will have an impact on the traffic as well as speeds), cost overrun risks and benefit
reduction due to any other reason.
Assessment of Project Benefit Distribution: The above developed model will be used to identify the actual
beneficiaries of the project by mode and by income category. Thus the total benefit from the project will be
distributed.
A Technical Note on “Vehicle Operating Cost and Value of Time” will be submitted HMDA/Technical
TASK 4.5 REPORT ON DEVELOPMENT, VALIDATION AND CALIBRATION OF UTP MODEL
Consultant will submit a report on “Development, Validation and Calibration of UTP Model, Scenarios and
Travel Demand Forecast” at the end of 16 months from the inception of the study. The report will cover the
complete gamut of model development including sub-models and its validation to reflect the ground situation
in the base year.
2
There are no equations, so far, which have been derived for estimation of the VOC in an urban situation.
RUCS, however, is more appropriate for rural/regional roads. In the absence of any other estimates which can
reflect the urban traffic situation, the VOC equations which have been given in RUCS will be used after
incorporating changes for making these equations more suitable for urban conditions, eg. removing the upper
limit of congestion, etc.
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Inception Report
TASK 4.6 LAND USE SCENARIOS DEVELOPMENT
“A Metropolitan Area can grow in number of ways! Any one of a number of ultimate regional development
forms can be set with an objective. Each direction of development open to the region represents a particular
response to the manner in which growth has occurred to date; each represents a particular interpretation of
goals to be established. The first task in planning for a metropolitan area therefore is to choose the
development form which offers the greatest promise or attaining the goals elected.”
Scenarios are evolved with a vision. The ultimate objective of the scenario development would be to offer high
quality of life, access to economic opportunities to all the resident and community groups in HMA area. The
three important components that constitute any urban system are residences, activity centers and
transportation networks. Spatial and geographical distribution of activity centers and residential places defines
urban form. The pattern of transport network defines the urban structure. In urban areas work and education
trips constitute 75% of trips. Improper distribution of activity centers and population with eccentric
development in urban area leads to increase in trip length (Time and distance) and pass-km. Hence one of
the objectives of good transportation planning exercises is to reduce transportation activity in terms of Pass-
Km and mean trip lengths. Transportation activity (Pass-Km and Mean Trip Lengths) can be minimized
through optimal distribution of activity and residential locations. Often development in metropolitan areas is
transport driven and sprawl has been taking place along the corridors.
HMA area does not have a land use plan for entire area up to a horizon, Consultant are talking in the study.
Therefore it would be important to develop alternative land use scenario for HMA up to year 2041 in line with
Master Plan -2020. Our approach to develop land use scenario will be based on:
• FSI – prevailing policies of FSI in different areas of HMA.
• Slum Areas – There are about 2 million slum population spread in around 1,600 small to medium sized
pockets.
• Restricted Cantonment Area
• Changing household size and current housing topology
• Changing Work Force Participation Rate (WFPR)
• Increase in women work participation ratio
• Declining formal to informal employment ratio
• Declining share of primary and secondary sector employment.
• Migration to HMA area.
• Housing stock
• Development trend
• Land suitability etc.
Consultants believe all the above affect choices of residential and activity locations and hence should be
considered in scenario building effort. A generic land use scenarios for HMA could be:
Potential of developing Strategic Urban Expansion Potential of carrying out Potential of carrying out
ring towns along with respect to Transit body expansion of the city body expansion along the
important radial corridors Oriented Development in in a ring fashion or through select growth directions in
in the extended area of HMA an urban band to guide its extended HMDA area.
HUDA to guide its future future urban form in the
urban growth extended area of HUDA.
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Inception Report
Each of the land use scenario will be evaluated qualitatively and quantitatively as per the generic flow chart
presented in Figure 2-13.
• Growth Direction,
• Accessibility to Major Transport
network,
Land Use Strategies
• Land suitability for various type
of land use,
Land Use Strategy 1
T
R
A
N
Land Use Strategy 2 Evaluation Final Land
S
Use Strategy
P
O
R
T
Land Use Strategy 3
• Holding capacity of the area for
residential purpose,
• Development Control Regulations,
and
• Overall trend in change in socio-
economic factors.
Figure 2-13: General Evaluation framework of Land use Scenario
The procedure followed in one of our earlier studies is showing in Figure 2-14.
2005
2005 Pop. 20.8 Mil Population
MCGM 12.9 Mil
2005 Emp. 7.8 Mil RoR 7.9 Mil
Population P1 Population P2 Population P3 Population P4

MCGM 21 Mil MCGM 18 Mil MCGM 16 Mil MCGM 14 Mil
RoR 13 Mil RoR 16 Mil RoR 18 Mil RoR 20 Mil
Employment E1 P2-E1 P3-E1 P4-E1

P1-E1
MCGM – 11.4 Mil
RoR - 3.9 Mil
2005 Employment E2 P1-E2 P2-E2 P3-E2 P4-E2

Employment MCGM – 9.7 Mil
MCGM 5.7 Mil RoR – 5.6 Mil
RoR 2.1 Mil
Employment E3 P 1-E3 P2-E3 P 3-E3 P4-E3

MCGM – 7.2 Mil
RoR – 8.1 Mil
Employment E4 P1-E4 P2-E4 P3-E4 P4-E4

MCGM – 5.1 Mil
RoR – 10.2 Mil
1st Shortlisting 2nd Shortlisting 2031 Pop. 34.0 Mil

Six Options Three Options 2031 Emp. 15.3 Mil
Population-Employment Distribution Matrix
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Inception Report
2005 P2 P3
3.4
Population Distribution
Employment Distribution
Figure 2-14: Typical procedure followed towards selection of preferred landuse strategy
TASK 4.7 PLANNING PARAMETER FORECAST
Base year planning parameters have been identified and compiled by TAZ in Task 4.2. Under this task,
consultant will further identify those parameters which have been used on model building (Trip Generation/
Trip Attraction or Trip End Model) and forecast them for future years. Forecasting of such parameters will be
done based on a combination of approaches such as:
• Trend based
• Policy based
• Vision based
At this stage consultant will make use of all available long term development plans from concerned authorities
in the region.
TASK 4.8 IDENTIFY AND DEVELOP BROAD TRANSPORT SYSTEM NETWORK FOR FUTURE YEAR
Consultant will take transport network on which UTP models were validated and calibrated for the base year
as a base to start developing the transport network for future years. Consultant will further proceed on
identifying committed transport investments by different time horizon under the prevailing population, and land
use growth scenario.
Adding them to the existing network will become the desired transport network in business as usual scenario.
Process of additional network identification and preparation of an integrated transport network development is
shown in Figure 2-15.
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Inception Report
MMR Suburban Rail and Metro Network 2031 MMR Higher Order Highway Network 2031
Figure 2-15: Identification of additional transport network
TASK 4.9 PREDICT FUTURE PLANNING PERIODS TRAVEL DEMAND AND SUBMIT REPORT
Based on forecasted planning parameters, future transport network in business as usual scenario, under this
Task, consultant will run the calibrated UTP model in future mode and forecast travel demand by mode and
purpose for the years 2016, 2021, 2026, 2031, 2036, and 2041. This task will be accomplished by using the
calibrated UTP models and inputs finalised in previous sub tasks. Travel demand on each link/ corridor will
provide indications on the likely traffic problems in the future years and hence basis to develop long term
transportation strategies.
A report will be submitted covering travel demand forecast by mode on the existing transport network and on
committed transport network including metro for the year 2016, 2021, 2026, 2031, 2036, and 2041.
ACTIVITY 5: UPDATE THE LONG-TERM TRANSPORT

STRATEGY FOR HMA
TASK 5.1 CONCLUDE PAST STUDIES/ PLANNING DOCUMENTS REVIEW PROCESS
Having reviewed various planning documents pertaining to HMA including Regional Plan -2020 under Task
1.3, at this stage consultant will conclude the reviewing process and quantify proposals at HMA level and
traffic zone levels. In this regard, consultant will first adopt the land use proposals made in the regional plan
(2010) till the year 2020 and extend the various scenario as per the discussions held in Task 4.6.
TASK 5.2 REVIEW OF INSTITUTIONAL ARRANGEMENT OF TRANSPORT
This task aims at review of the existing systems and frameworks that would necessarily include a capability
assessment survey of the implementing agencies for short, intermediate and long term urban transport
development. There should be a proper appreciation of legal mandate as existing and as may be anticipated
as a result of national and regional policy shifts. A review of the legal framework regarding involvement of
private sector in the development of urban transport sector, especially the urban transport infrastructure will
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Inception Report
also be undertaken. As per our initial understanding of HMA, the key implementing agencies of transport
infrastructure are as follows:
• Greater Hyderabad Municipal Corporation (GHMC)
• Hyderabad Metropolitan Development Authority (HMDA)
• Hyderabad Metro Rail Ltd. (HMRL)
• India Railways for MMTS
• Secunderabad Cantonment Board
• Hyderabad Airport Development Authority (HADA)
• Roads and Buildings Department, GoAP
• National Highways Authority of India (NHAI)
• Various Grampanchayats.
• District Administration
• Traffic Police
• Andhra Pradesh State Road Transport Corporation (APSRTC)
The understanding of the regulatory framework of the above agencies is important in reviewing the
institutional framework. Therefore review of the present regulations those define the responsibilities, functional
administrative structure; the employment and training of staff and all initiatives on capacity building, etc., will
be undertaken.
At the end, consultant would be able to suggest/advise on the needs and possible scope of:
• Suggestion on Institutional and Policy reform
• Suitable professional development and Training Program in transport planning, management and
implementation.
A Technical Note on “Institutional Arrangement of Transport” will be submitted to Technical Advisory

Committee (TAC) for review and observation.
Consultants are also aware that Unified Metropolitan Transport Authority has already been set-up in
Hyderabad for effective delivery of transport system in the city. Consultant will co-ordinate with UMTA further
to analyze any necessary improvement in the present setting.
TASK 5.3 DEVELOP ALTERNATIVE LONG-TERM TRANSPORTATION STRATEGIES
Sub-Task 5.3.1 Define Goals, Objectives
Goals - After the exhaustive analysis of the data collected and forecasting of the future level of travel demand,
consultants will formulate the goal(s) and objectives of Transportation strategies. Consultant will envisage the
goal to be established for two distinct time horizons.
Medium Term Goal – which would determine the steps that need to be taken up for rolling program of
investment and management proposals sufficient and appropriate for the period till the year 2021.
Long Term Goal - This would aim at developing the strategies towards formulation of a transportation plan
which on implementation would be able to cater to the travel demand till horizon year (i.e. 2031 and 2041) in a
most efficient and economic manner.
Objectives- Under this activity, the objectives of the development of long-term integrated transport strategies
will be defined.
• To improve interaction and physical connectivity
• To enable communities and industries to meet their transport needs,
• To enhance the HMA’s economic development and environmental wellbeing
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Consultant however, to review these objectives during the actual study conducting stage and include any
other issue that is felt necessary after obtaining feedback from the client agency. Consultant will also
formulate objectives at micro level guided by the above objectives so as to address the specific problems in a
more precise manner. It will be important here to develop road network in study area from urban design
perspective as well where roads are not only for motorised vehicular movement.
Sub-Task 5.3.2 Develop Long-Term Transportation Strategies
Transport Strategy will be a combination of policies and physical improvement. A good balance between two
will lead to faster implementation and acceptance by the people.
In case of HMA, scope to manage transport demand by control of land-use development is limited but the
implication of transport developments on land use developments are great. Hence, transport strategies should
consider this fact.
Consultant will develop transport infrastructure driven strategy to promote development in less developed
area at the same time retaining developed area to its current level of service. This will be an iterative process
where major transport development will guide the land use to some extent. If some change in land use
strategy can ease major transport problem, consultant will advise HMDA to consider.
Further, while developing alternative transport strategies following aspects will be considered:
• Economic growth,
• Current initiatives in HMA,
• The need to conserve and enhance the urban environment,
• Land use plans and likely land use development patterns etc.
Consultant believe, consultant have given regard to these factors while understanding the study area (HMA)
and have narrated in the very first chapter of this section II.
Sub-Task 5.3.3 Develop Strategy for City – Region

Integration
It was well established theory through land use transport

models that the main triggering mechanism for the
migration of population is the creation of new opportunities
through basic industries. Therefore, it will be examined in
this task by dispersing the basic industries in the hinterland
near to the exiting major/minor towns surrounding HMA.
The major towns like Nalgonda, Warangal, Nizampet,
Karimnagar, Zahirabad, Tandur and Mahaboobnagar and
the minor growth centres like Siddipet, Medak, Vikarabad,
Kamareddy, Ramayampet, Sadasivpet, Dichpalli,
Yadagirigutta and Jangaon etc. surrounding HMA are
shown in Figure 2-16 would be considered for analysis.
Various scenarios for location of basic industries such as
1) within HMA, 2) between HMA and minor towns, 3)
beyond the minor towns and 4) near to the major towns Figure 2-16: Major / Minor growth centres in HMA
will be examined and appropriate city-region integration will surrounding Region
be evolved.
A Technical Note on “Development Scenarios and Network Options for different Horizons” will be
submitted to HMDA/Technical Advisory Committee (TAC) for review and observations.
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TASK 5.4 ALTERNATIVE STRATEGIES EVALUATION AND SELECTION OF PREFERRED STRATEGY
Sub-Task 5.4.1 Finalisation of Evaluation Criteria
In principle consultant agree with HMDA to evaluate the alternative transportation strategies and will do four-
step evaluation of alternative transportation strategies at strategic planning level as follows:
• Step 1-Economical Viability: a life cycle cost benefit analysis will be done based on the established
framework for the same in Task 4.4.
• Step 2-Social Viability: Special attention will be given to the socio-economic-political factors, services to
the poor and vulnerable group.
• Step 3-Environmental Sustainability: preliminary environmental impact assessment will be done for
alternative strategies.
• Step 4-Financial Viability: Availability of funds/budgets/other resources for implementing the projects
and getting the returns on the investments.
Sub-Task 5.4.2 Preliminary Cost and Benefit Estimates
Under this sub task, preliminary cost estimates will be done for individual transportation development works
and for alternative transportation strategies along with cost on transport in do minimum/ business as usual
scenario. Initial cost estimates will include capital cost, operation cost, maintenance cost, environmental
mitigation, Rehabilitation and Resettlement Cost.
Benefit stream will include the following aspects for each transportation strategies:
• Savings in Vehicle Operating Cost
• Savings in Value of Travel Time
• Benefits due to reduced emission level, improved energy efficiency and improved air quality
• Improved life standard for economically weaker section, vulnerable group etc.
All the above will be estimated in relation with transport development in do minimum/ business as usual
scenario.
Sub-Task 5.4.3 Quantification of Environmental Impacts, R&R Cost, Budget/Resource Revenue
Environmental Impact - Consultant will quantify environmental impacts of alternate strategies to extent
possible on following parameters:
• Emissions,
• Energy Efficiency, and
• Ambient Air Quality
Outputs of UTP travel demand models i.e. travel demand by mode will be used for this purpose.
R&R Cost - For each transportation development strategy, effort will be made to estimate social impact and
have a broad R&R cost based on prevailing regulation in this regard with HMDA.
Budget/Resource/Revenue - This sub task will have inputs from sub tasks 5.4.1 and 5.4.2 Further consultant
will compile budgets available in future years along with revenues from individual projects.
Sub-Task 5.4.4 Evaluation
Four-step evaluation of alternative transportation strategies will be done as presented in the following figure
and be ranked accordingly to select the preferred one.
At this stage consultant will revisit Land use strategy once again if required based on the outputs of travel
demand forecast and then again refine travel demand and long-term transportation strategy.
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Parameters Outputs
Economic Evaluation EIRR
Social Acceptability Qualitative/Benefited

group/R&R Cost
Environmental Sustainability Benefits due to reduced

emission level, improved
energy efficiency and
improved air quality
Financial Evaluation FIRR
Alternative Environmental
EIRR R&R Cost FIRR
Strategies Benefits
Alternative 1 XX XX XX XX
XXXXX XX XX XX XX
An illustrative approach of economic evaluation is shown below.
Based on the comprehensive evaluation parameters and other qualitative consideration, consultant will
recommend preferred Long-Term Transportation Strategy for HMA.
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TASK 5.5 REVIEW OF TRANSPORT FINANCING
A review of the role and responsibilities of various agencies involved in execution and implementation of
transport development projects in HMA will be undertaken. Since transport development projects are cost
intensive, supply in transport has never matched the growing transport demand in HMA. Gap in demand and
supply has grown manifold over the last two/three decades.
Road/Transit development works are implemented by various agencies as per their mandate in their
jurisdiction as per their financial capabilities. Focus of this task, however, would be to develop a
comprehensive picture of the capital required for transport infrastructure development in future and also
identify overall funds/budgets available with these implementing agencies in the same time period (future
years) based on the assessment of level of funding available with all these annually during last five
years. It is most likely that available level of funding/budget would be far less than the requirement.
As we know, comprehensive transportation strategy would involve development on all the sectors viz. Road,
Transit and Air (dispersal). In the first step, consultant will segregate the transportation proposals in these
three sectors to relate the lead implementing agencies in respective transportation sectors.
Sub-Task 5.5.1 Likely Resource Estimates
Based on a number of assumptions and scenario, consultant will estimate resources likely to be available for
the investment in transport sector for future years in HMA. This will be done in a very close collaboration with
HMDA.
Sub-Task 5.5.2 Other Resource Identification
In order to assess the other possible resources to fund development of some of the projects, consultant will
identify likelihood of private sector financing, Public Private Partnership (PPP), by undertaking financial
feasibility of some individual projects which are to be implemented through toll or user fees imposition.
Experience has shown that toll or user fee alone is not sufficient to make a project viable. Therefore, the
option of development of nodes, like commercialisation of stations and interchanges, will also be explored for
generation of additional revenue and for making the projects more lucrative for private sector financing. The
exercise will take due consideration of the ground reality, ie, only those nodes will be incorporated in the
analysis, which have the possibility of getting developed from the perspective of the availability of land as well
as the demand for it. Besides this, other avenues of making the project commercially attractive willbe studied,
to ensure that the proposals required for development of the HMA get realised in the shortest time with
minimum burden on the Authority exchequer.
TASK 5.6 PREPARE DRAFT LONG-TERM TRANSPORT STRATEGIES AND DISCUSS
This Task will conclude the previous Task after having discussion with client agency. Any observations and
feedback given at this stage will be incorporated before formal submission of report on the same.
TASK 5.7 REPORT ON LONG-TERM TRANSPORT STRATEGIES FOR THE TRANSPORT SECTOR
The strategy document will cover but not limited to the following aspects.
• Current Situation: Major findings and issues of our huge data collection and analysis exercise will be
given in objective terms. Transport situation (indices) in Hyderabad in comparison with other comparable
cities of India and other developing countries.
• Traffic Growth: Trend so far in Hyderabad, potential vehicular growth rates (regional traffic/vehicular
ownership in HMA, increase in PCTR etc), potential problems etc.
• Long Term Trend and Prospects: Relationship between transport and economic growth & Land use
development.
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• Transport Investment Option: Review of the main means of providing additional transport capacity with
regards to their effectiveness, cost (capital and recurrent), economic, social, environmental, and financial
viability.
• Demand Management Technique: Consultants feel in GHMC area, only supplying transport is not the
solution. There should be effort for both demand management and supply management. Various practical
techniques in the context of Hyderabad could be proposed.
• Environment Measures: Having done initial environmental impact assessment for each transport
strategy, Consultant will be able to provide need for measures to ameliorate adverse environmental
impacts, either existing or resulting from proposed projects or increased development.
• Conclusion and Recommendations on selected Transport Strategy: Broad conclusions and priorities
for development of commuter rail, bus transit, highway construction, goods transport and interregional
bus/rail transport, traffic management in short terms and demand management in medium and long terms;
observations on land use strategy in terms of changes in indices.
th
This report will be submitted at the end of 17 month from the Inception of the study.
ACTIVITY 6: PREPARE SHORT, MEDIUM AND LONG-TERM

INVESTMENT PROGRAMME
Based on the transport strategy for long term selected under activity 5, the projects/improvements which need
to be undertaken in the short to medium (up to Year 2032) term will be identified. However, Consultant will
carry this activity right up to horizon year i.e. year 2042 to keep flexibility in picking the investment programme
up to desired year. These will cover development of additional metro corridor, MMTS, highway network, bus
transport as well as traffic management efforts. In order to undertake this activity following tasks will be
performed.
TASK 6.1 IDENTIFICATION AND COSTING OF INVESTMENT OPTIONS
HMDA, with its pro-active attitude of meeting up with the future transport demand in the region, is in the
process of identifying various projects. These projects will be taken into consideration, identifying the projects
for implementing the selected transport strategy. This exercise will result in identification of various transport
projects, to meet the future travel demand. The projects, as they are likely to emerge will be linked to the need
based time frame. For each of the identified project, a base case, along with the variations in options, in terms
of alignment, capacity design, technology of construction and the year of operation will be worked out. The
inputs for undertaking the feasibility study will be established for each of the identified project by options:
• Costs – the cost and nature of the project will reflect on whether the project can be implemented under
private sector participation. This will further be expanded to include operation and maintenance cost if it is
likely to take PPP route.
• Traffic – each of the identified project and its options will be studied in the context of the total transport
network, to arrive at the final traffic demand levels, for the project as well as to assess its impact on the
transport network by doing repeated traffic assignment exercises.
• Revenue – In case a project is to be implemented under private sector participator, then the pricing of the
facility will be undertaken on the basis of the stated willingness to pay against time saving.
TASK 6.2 EVALUATION OF OPTIONS
The evaluation of each of the options will be undertaken under two parts:
• The first will comprise of more qualitative, and if required quantitative assessment as well, which will test
the following:
o operational feasibility: whether the operational aspects will be viable in the given scenario.
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o Integration with the existing system and physical environment so as to make the project to coordinate
with it;
o Ease of response to changing conditions- incase a new system comes up or there is a change in the
land use or activity location, then the ease in changing the project, to become responsive to the
changed scenario will be tested;
o The impact of change in land use will be assessed;
o Potential for generated traffic
o The quality of environment under each option i.e., the impact of each option on environment;
o Whether any option requires involuntary settlements;
The first part of the evaluation will highlight the strengths and weaknesses of certain options, and may also
result in omitting- some from the second part of the analysis. This case will arise for those options, where the
negative impacts cannot be mitigated.
• The second part of the evaluation will necessitate an economic analysis of all projects, by options, and
financial analysis in those cases, when it is relevant. Based on the economic viability results, the best
option will be selected for each identified project.
The finally recommended options will be integrated and the UTP model run again to see that each selected
project compliments the other on a network based assignment.
TASK 6.3 PRIORITISE THE INVESTMENT PROJECTS AND FORMULATE AN INVESTMENT PROGRAM
For development of an Investment Program, following steps will be followed:

• The individual projects will be prioritised based on the demand and cost analysis of individual projects.
This will be indicative of the benefits which are likely to accrue from project implementation. However, this
will also set a priority/phasing for the projects for implementation in a sequence which will maximise the
economic benefits to the society;
Bank-wide, the following lessons from previous urban transport assistance have been identified: (a) institutional reform is
critical to obtain sustainable improvement, and demonstrated commitment to these reforms must be obtained prior to
project implementation; (b) there must be a commitment to an overall transport strategy; (c) counterpart funding must be
assured; (d) financial mechanisms must be identified to support Govt. expenditures and/or subsidies; (e) capacity building
is important through a combination of training and technical assistance; (f) an integrated approach to transport planning is
required.
Source: Liaoning Urban Transport, World Bank Group
Table 2-1: : Project Phasing based on need assessment and economic benefits
(no. of projects)
Components Projects 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026
P1 2 - 1 1 - 4 - - 10 - -
Transit System - - - - - - - - - - - -
Pn - 1 - - 2 - - 1 - - -
P1 - - - - - - - - - - -
Highway/ Road Network - - - - - - - - - - - -
Pn 1 - - 2 - - 4 - - 3 -
P1 - 2 - 3 - - 12 - - 7 -
Bus System - - - - - - - - - - - -
Pn - - 4 - - 10 - - 5 - 2
P1 10 - - 4 - - 8 - 5 6 -
Traffic Management - - - - - - - - - - - -
Pn - - 7 - - 3 - 6 - - 1
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Project cost, based upon the implementation period will be phased out over time. Project Costs/Investment
required as per phasing.
(Cost of projects)
P1 475 - 200 225 - 1,000 - - 3,000 - -
Transit System - - - - - - - - - - - -
Pn - 1,750 - - 5,000 - - 2,000 - - -
P1 - 1.750 - - 5,000 - - 3,000 - 5,000 -
Highway/ Road Network - - - - - - - - - - - -
Pn 5,000 - - 15,000 - - 15,000 - - 8,000 -
P1 - 5,000 - 6,000 - - 22,000 - - 8,000 -
Bus System - - - - - - - - - - - -
Pn - - 7,000 - - 20,000 - - 8,000 - 2,000
P1 10,000 - - 4,000 - - 800 - 5,000 6,000 -
Traffic Management - - - 750 - - 500 - 700 - - 100
Pn - - - - - - - - - - -
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• If the project has to go under private sector implementation, then the institutional capacity of the relevant
government agency will be assessed for undertaking the tendering process. However, if the project has to
be completed by the government agency, then along with the institutional capacity, the fund requirement
will be examined. Even if the implementing agency is planning to take a loan from a domestic or
international funding agency, then there is a need of part counter fund, so as to enable generation of
required funds through borrowings.
The institutional capacity and counter funding availability of the implementing agency, will be identified as given
in the chart.
Transit Systems P1
-
Pn
Highway/ Road P1
Network -
Pn
Bus System P1
-
Pn
Traffic P1
Management -
Pn
…
Legend: Institutional Adequacy Counter part funding Adequacy

Capacity Inadequacy Inadequacy
If the projects, require higher level of manpower, expertise, other resources, including the counter part funding
availability, than what is available with the concerned implementing agency, considering other commitments,
then some of the projects, based on the priority study undertaken earlier, will be shifted into the future years.
Final Project and Investment Phasing

Components Projects Type of 2016 2017 2018 2019 2020 2021 2022 2023 2024
funding
Transit P1 PSP 475 - 200 - 225 500 500 - 1500
Systems - Govt - - - - - - - - -
Pn PPP - 1000 750 - 5000 - - 2000 -
Highway/ P1 PSP+VGF - 750 1000 - 5000 - - 3000 -
Road - Annuity - - - - - - - - -
Network Pn PPP 2500 2500 - 8000 7000 - 15000 - -
Bus System P1 Govt - 1000 4000 1000 4000 1000 22000 - -
- PPP - - - - - - - - -
Pn PSP - - 7000 - - 12000 8000 - 8000
Traffic P1 Govt 5000 5000 - 3000 1000 - 8000 - 5000
Management - Govt - - - - - - - - -
Pn PSP - - 500 250 - 500 - 400 300
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Sub-Task 6.3.1 Identification and Bridging of Resources Gaps
The availability of funds with HMDA will be understood. The finally arrived at investment phasing program will
be matched with the former to identify the gaps in fund availability, if any. The annual gaps in fund availability
will be identified, and then resource mobilization strategy will be worked out to bridge the gap. This would
include, besides the resource mobilization through borrowings from domestic and multilateral funding
agencies, certain innovative techniques of generating revenue for the implementing agencies. This will be
arrived at after a study of the existing taxation structure, and a suggestion on the restructuring of those, in
case it helps in increasing the total receipts of the government. If possible additional levies on the
beneficiaries will be suggested. The finally arrived at resource mobilization strategy, will be supported by
international experiences.
Here at the end of this task consultant will submit two technical notes “1. Financial Assessments and Funding
Analysis, 2. Economic and Operation Assessment of network improvements” these will be submitted to
HMDA/Technical Advisory Committee (TAC) for review and observations.
TASK 6.4 REPORT ON SHORT AND MEDIUM-TERM INVESTMENT PROGRAMME
Following Task 6.1 through 6.3, at this stage a report on alternative analysis and recommended “Short and
Medium Term Investment Strategy” will be submitted to client at the end of 18 months from inception of this
project.
TASK 6.5 FIRM UP MRTS (PHASE-II) ALIGNMENTS AND RIDERSHIP ESTIMATION
Preliminary identification of MRTS Phase-II corridors had been done through Task 3.15. Under this task,
having UTP Model up-running for future years, having transport and land use strategy agreed, and evaluation
framework ready, consultant will once again validate the recommended MRTS Phase-II corridors by adding or
modifying transit stations. While doing this, if need be, consultant will propose some changes and/or different
alignments. The final recommendations on Phase-II corridors will include estimated ridership on each section
as well.
TASK 6.6 PREPARATION AND SUBMISSION OF THE DRAFT FINAL REPORT AND EXECUTIVE
SUMMARY
nd
At the end of 22 month, consultant will submit the “Draft Final Report”, which will cover but not limited to the
following:
• Data analysis, salient findings of all the surveys conducted in this study,
• UTP Model development and validation,
• Development scenario,
• Long-Term Transportation strategies, evaluation and final transport strategy recommended for HMA,
• Network option, and pre-feasibilities of various transport projects in the selected transport strategy,
• Short and medium term investment program, and
• Travel Demand forecast, graphical presentation etc.
• Resource mobilization and funding program
• Institutional arrangements and implementation framework
The main report will be comprehensive enough to cover all dimensions of the study. Along with this consultant
will also submit “Executive Summary” for wider circulation and quick review of the outcome of the study.
Consultant will give a comprehensive presentation at this stage to TAC plus other stakeholders (as felt
appropriate by HMDA) to obtain their necessary feedback on the outcome. Following this, consultant will meet
“steering committee” as well to obtain their valuable feedback and suggestion on the study.
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TASK 6.7 SUBMISSION OF THE FINAL REPORT
Under this task, consultant will incorporate observations (if any) given by the client and Traffic Advisory
Committee (TAC) on the Draft Final Report. Consultant will also present the study report to the Steering
Committee and conclude the study within given time period (24 months from the inception of the study).
TASK 6.8 SUBMISSION OF EXECUTIVE SUMMARY
Consultants understand this study will be very useful for decision makers in other agencies too in HMA, hence
consultant will prepare a handy “Executive Summary” of the Comprehensive Transportation Study (CTS) for
HMA and submit along with the “Final Report”.
ACTIVITY 7: SKILL AND KNOWLEDGE TRANSFER

Increasing responsibilities, multi-dimensional challenges in the transport sector, budget constraints, sea
change in planning tools and technologies and shrinking human resource to plan, manage, and implement
confirms the importance of “Skill improvement/Knowledge transfer” as need of the day.
TASK 7.1 TRAINING NEED ASSESSMENT AND TEAM FINALISATION
Task 5.2 will result in assessing number of officers with transport planning background in HMDA, GHMC,
HMRL, APSRTC, Traffic Police and other planning authorities. Based on further discussion with HMDA, a
core team will be identified for training in transport planning and on rigorous usage of UTP Model. It is
expected that in the first round of screening, around 15-20 officers will be identified for this purpose.
At this stage, consultant will interact with short-listed officers and assist HMDA in finalising the list of core
team. During the interaction following aspects will be assessed:
• Academic background
• Attitude and aptitude
• Inclination towards learning
• Current responsibilities
• Experience in transport planning
• Level of computer awareness
• Age profile
• Trainee’s expectation on training
Having done this, consultant will detail out actual need on training in transport planning and on the usage of
UTP Model.
At this stage, based on comprehensive need assessment, a training needs assessment report will be
prepared and submitted at the end of six months. Part of the training need and capacity building could be
covered through this project.
TASK 7.2 OVERSEAS TRAINING
Sub-Task 7.2.1 Interaction with the Team for Overseas Training
Consultant expect from HMDA to provide us a list of the nominated officers for overseas training on Transport
Planning, Management and Implementation as being practiced in a city of a developed country well in
advance. This will help in finalizing the detailed training schedule and also help identifying and fixing other
experts in Toronto (LEA office).
Approach of the overall training will be discussed at this stage and updated (if felt necessary).
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Sub-Task 7.2.2 Preparation of Itinerary and Training Material
As per agreed time slot and expectation of the officers on training, Consultant will develop a preliminary
training program and submit to the HMDA for necessary approval.
Sub-Task 7.2.3 Pre-Training Orientation Program
Consultant will conduct this pre-training orientation program in Hyderabad giving an overview on:
• Training objectives;
• Review the need and resource assessment;
• Description of the training plan and program;
• Formal lecture on overall Transport Planning Process with special focus on pre-study and post-study
activities; and
• Explanation on methods of training
Sub-Task 7.2.4 Training Tour
Training tour will include visits to Toronto (Canada) and San Francisco (USA). Major features to be studied in
both the counties are listed below:
Place (Country) Period Aspects Medium
Toronto/Montreal Two weeks (for 10 Transport Planning Lectures/presentation
(Canada) core technical Multimodal Public Transport Round Table Discussions
staff) Project Evaluation Field Visits
Transport Financing Workshop
Implementation Exposure on Software usage
Travel Demand Modeling
San Francisco (USA), One week (6 Transport Planning, management and Interaction with various agencies
Toronto (Canada) persons) implementation
Overseas technical visit will have six nominated officers for about a week to the cities of developed
countries of comparable size. This training tour would focus on interaction with organization responsible for
transport planning and management, implementation of transportation projects.
Sub-Task 7.2.5 Prepare and Submit Training Report
Within 15 days from arrival back to India, consultant will submit a training report on overall overseas training
undertaken by the Consultants.
TASK 7.3 TRAINING TO CORE TEAM OF CLIENT IN HYDERABAD
As described in Section III of the proposal, (Skill and Knowledge Transfer), besides OJT, a series of
lectures/presentation/seminars, workshops, round table discussions will be arranged for effective transfer of
knowledge. Team Leader-cum-Transportation Planner will be the lead in coordinating this training
programme throughout the study period. The following aspects will be covered in the overall training
programme to the core team (comprising of 10-15 officers) selected for the training in Hyderabad:
Aspects Medium Time Period
Transport Planning Lectures/seminar 4th – 6th month
Travel Demand Modeling/usage of UTP Model OJT/Lectures/Workshops 9th – 13th month
Data Management OJT/Lecture 6th – 9th month
Project Evaluation/Prioritization Lecture/RTD 10th – 13th month
Project Financing Lecture/RTD 11th – 12th month
Investment Programming Lecture/RTD 13th – 15th month
Transport Management and Implementation Lecture/RTD 13th – 15th month
Social and Environmental Dimension in Transportation Lecture/RTD 12th – 13th month
RTD: Round Table Discussion, OJT: On-the-Job Training
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Experts in the team have adequate experience on training and technology transfer. Each of them will take
active part on their respective subjects during the sessions and areas.
TASK 7.4 OTHER TRAINING/AWARENESS PROGRAMME IN HYDERABAD
Sub-Task 7.4.1 Conduct Workshop for Senior Officers on the usage of Model
In addition, a two days workshop on the usage and its application will be conducted for senior officers where
the software is installed. It is anticipated that there will be approximately 15 officers for such workshop.
Sub-Task 7.4.2 On-the-Job Training (OJT) to the Designated Officers during Model Development and
Calibration
This sub-task is meant for the counterpart staff as nominated by HMDA to work along with Consultants team
during various stages of the project for on-the-job-training.
Sub-Task 7.4.3 Conduct Seminars on the process and Important stages of the CTS
Consultant will conduct two awareness programme for the concerned staff of HMDA / GHMC / Traffic Police/
APSRTC/ HMRL and other organisations dealing in HMA’s traffic and transport management at important
stages of the assignment. Further schedule is as follows:
• Upon submission of Immediate Action Plan.
• Upon development of UTP model, Scenario and Travel demand forecast for future years.
At the end, consultant will submit a comprehensive report on “Capacity building” to HMDA at the end of 20 month.
ACTIVITY 8: ASSISTANCE TO HMDA IN PUBLIC CONSULTATION

PROCESS
Public consultation is an essential tool to ensure that project interventions are tailor made to suit the local
requirements and are sustainable in the long run. It involves inclusion of the stakeholders at appropriate
stage of the planning, implementation and conduct of the project. It encourages and educates the target
population to come forward and help themselves in reaping the benefits of the project. Public consultation and
information disclosure of project activities will be undertaken at following three stages of the project.
• Prior to finalization of transport strategy
• At the stage of finalizing medium term investment plan
• Pre Draft Final Report stage
At all the three stages, stakeholder identification will be undertaken to determine who will be directly or
indirectly affected, positively or negatively, by the transport strategy or investment or final plan, and who can
contribute to or hinder its success (commonly called other relevant stakeholders). It is important to be
comprehensive in identifying and prioritizing all project stakeholders, including the disadvantaged and
vulnerable population. Those identified will then need to be consulted at strategic points during the study.
A plan will be prepared for public consultation as a tool to guide the HMDA in involving project-affected groups
and other stakeholders in the development of scenarios and strategies.
TASK 8.1 IDENTIFICATION OF STAKE HOLDERS
Prior to finalization of transport strategy, public awareness about the study will be carried out to assess the
views of the persons/ groups by stimulating self-evaluation and analysis of local needs and priorities. It will
ensure involvement by providing a platform in decision-making process through mutual consent.
In view of the widespread effect of transport investments, identification of stakeholders representing the true
social matrix becomes one of the most significant tasks of the project.
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The stakeholders will be identified based on the various categories of population who are users of the
transport system. Apart from the local population, the Government agencies, Non Governmental
Organizations and private firms have also been involved voicing concerns regarding problems related to
HMA’s transportation. Stakeholders will be divided in three categories by the nature of involvement.
Local population or community will be the prime stakeholder depending on extent to which their livelihoods
and quality of life gets affected by the level of transportation infrastructure. Most of these primary
stakeholders will be those who are captive users i.e., directly dependent on the public transport.
Various departments of the Government related to transportation and urban planning HMA are the secondary
stakeholders that are directly involved in the designing, formulating and implementation of the projects at
various stages.
Various line departments that will be having a supportive role in assisting at the designing and implementation
stage of the project form the tertiary level of stakeholders.
TASK 8.2 PRE-TRANSPORT STRATEGY PUBLIC CONSULTATION
At the first stage, the plan will help in considering the issues that will need to be addressed. The main aim will
be to ascertain stakeholder’s perception of the transportation problem in Hyderabad. It will be an important
tool to:
• gain the trust of people who will potentially be affected by the project;
• acknowledge that local people have knowledge and expertise to contribute to the project; and
• demonstrate the intention to consider concerns of people throughout the study.
Consultant will conduct these consultations separately for the three level of stakeholders by way of organising,
on HMDA behalf, Focus Group Discussions which will have a pre-defined agenda. Minutes of Meeting will be
recorded and, after due approval of HMDA, will be release in the form of Press Release for wider reach.
TASK 8.3 PRE-INVESTMENT PROGRAMME PUBLIC CONSULTATION
Public consultation during the stage of ‘medium term investment plan’ preparation will assist in assessing
the project’s beneficial impacts and the acceptability of the components. Public consultation will allow finding
out valuable information known by local people, which can aid in projectising and prioritising the study.
Furthermore, by consulting stakeholders, HMDA ensures that the investments will be locally acceptable and
culturally appropriate, thus reducing downstream efforts to rectify dissatisfied stakeholders, after the
measures have been implemented.
Consultant will conduct these consultations by way of various presentations on the investments. Cost and
benefits will be visualised in these presentations so their impact is widely communicated to all concerned.
Consultant will help HMDA in preparing these presentations and holding them in form of seminars or
workshops.
TASK 8.4 POST DRAFT FINAL REPORT PUBLIC CONSULTATION
Having two consultations done and incorporating views of primary, secondary and tertiary stakeholders as
appropriate in planning process, consultant at this stage will present outcome of the assignment which has
been submitted in form of draft Final Report. Consultation at this stage would help in obtaining their views as
how ideas and concerns can be translated in to a plan.
As appropriate, their feedback along with feedbacks from TAC, steering committee etc. will be incorporated in
Final Report in consultation with HMDA.
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3. UTP MODELING SOFTWARE AND

CONCEPTUAL MODEL DESIGN
3.1 INTRODUCTION
This chapter presents a brief overview of available commercial softwares for undertaking four-stage travel
demand modeling, the model, which provides an understanding of what the model will do, the key
assumptions upon which the model will be built, and the major strengths and weaknesses of the modeling
system.
This chapter on the design of Modeling framework is divided into six sections. Section 8.2 provides a brief
overview discussion of the standard four-stage modeling process which defines the conceptual starting point
for model to be designed considering TOR requirements. Section 8.3 comprehensively reviews major
application software and provides a parameters for software selection to implement the modeling framework.
Section 8.4 then presents most of the major definitions and assumptions embedded within Model including
recommended software for this study. Section 8.5 provides an overview of the model characteristics
methods employed in Model development.
3.2 OVERVIEW
The starting point for the development of Model will be the adoption of the standard four – stage approach to
model urban travel demand, which has been developed over the last forty five-plus years (its origins trace
back to the pioneering urban transportation planning studies in the 1950s and 1960s in Detroit, Chicago and
elsewhere) and which to this day remains the dominant operational approach to this very complex and
challenging problem. The four-stage process has been severely criticized for almost as long as it has been in
existence. Many travel demand modellers believe that consultants are on the verge of a “paradigm shift’ which
will see radically new modeling methods being implemented within the next decade or so. Despite both the
criticism of the four-stage approach and the considerable optimism concerning alternate methods, the four-
stage process is currently the most practical operational approach to model urban travel demand. The
challenge therefore is to develop as sound a modeling procedure as is possible within this basic four-stage
paradigm.
The four-stage approach derives its name from the fact that it breaks the demand forecasting problem down
into four sequential stages or sub-models, each one of which deals with one key dimension of travel demand.
These four stages are:
• Trip Generation. This stage predicts the total number of trips which originate in or are destined for each
zone in the urban area (by trip purpose and time of day).
• Trip Distribution. This stage “links” the “trip ends” computed in the trip generation phase into flows of trips
from origin zones to destination zones.
• Modal Split. This stage takes the origin-destination (O-D) flows computer in the trip distribution phase and
“splits” them into O-D flows by mode (auto PT etc.)
• Trip Assignment. This stage takes the O-D flows for a given mode (e.g. car) and “assigns” them to specific
paths from origin to destination, thereby generating estimates of the link flows on each link (e.g. road
segment) in the transport network.
Figure 3-1 depicts this four-stage process, both in terms of a simple flow chart which illustrates the way
outputs from the one stage become the inputs to the next stage and a schematic which illustrates the way in
which the detailed representation of urban trip-making is sequentially built up within the process.
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Inception Report
Trip Generation
Population &
Employment I J
Forecasts
Trip Generation
Oi Di
Trip Distribution
I J
Trip Distribution
Tij
Transportation
Mode Split Network
Tij, car
Attributes
I Mode Split J
Trip Assignment
Tij, PT
I
Link & O-D flows,
Times, Costs etc. Assignment
Route taken from I to j
J
Figure 3-1: The Four Stage Urban Transportation Modeling Systems
The following are the main exogenic inputs to the modeling process. “activity system” or “land use” forecasts,
which in practice consist of forecasts of the spatial (zonal) distribution of population, employment etc. and
detailed computer representation of the road and transit networks (and their performance characteristics).
As land use and network design are the primary planning interventions available with city planners, the four-
stage modeling gives them a strategic tool to evaluate the overall effectiveness and efficiency of the land use
or development plans prepared by them. This will be useful in defining the long term vision for development
and defining strategic growth pattern and direction for the HMA. Further, the data and information generated
from the model will be useful to all the agencies involved in the operations, maintenance, management and
regulation of the transportation and traffic aspects in an incremental and ongoing basis. For example the
APSRTC could use the model for planning of bus routes and schedules, HMRL could use it for identification
of potential metro routes and assess ridership, GHMC and Traffic police will be able to assess traffic at mid-
block sections and intersections and suitably identify physical improvement and management or regulatory
interventions. Furthermore, all stakeholders will be able to assess the impact of any new development or
project or deviations from strategic plan on their area of operation though the application of the model.
An important point should be noted concerning the way these inputs enter the four-stage process. Although
the “activity system” forecasts of population and employment distributions are shown as inputs to the trip
generation stage, characteristics of trip-makers can and, in fact, do enter as explanatory variables within other
stage of the process, in particular, mode split, within which variable such as age, occupation, possession of a
driver’s licence, and number of household vehicles play important roles in determining trip-makers modal
choices.
As is also indicated in Figure 3-1 the major outputs of the process willbe estimates of network links flows by
mode (i.e. private and public), as well as associated link flow related variables such as:
• average link travel times and speeds;
• link volume-to-capacity ratios;
• link operating costs by mode;
• various transit ridership characteristics such as boardings and alighting by transit line; and
• other variables which can be calculated as a function of links times, speeds and / or volumes (e.g. vehicle
emissions or energy consumption using -speed-based models).
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Inception Report
ESSENTIAL FEATURES OF MODEL DESIGN
Two additional points should be noted concerning the four-stage process. First, the initial three stages of this process
(generation, distribution and mode split) will be separately applied to each trip purpose and time of day combination of
interest in the analysis, since trip-making behaviour varies considerably from the trip purpose to another and since the
transport network factors affecting this behaviour (e.g. travel times and costs) vary dramatically from one time period to
another (e.g. peak versus off-peak). Thus, the modeling system willconsist of a set of parallel models for each trip
purpose being modelled, with the results of these models brought together at the trip assignment stage wherein the O-D
flows for a given mode (e.g. car) willbe assumed to be over the trip purposes being modelled to yield total O-D flows for
the model. These total flows willbe then assigned to the mode’s network (e.g. the road network). This process needs to
be repeated for each time period, such as morning peak, off-peak, evening peak and night time.
Second, flowcharts such as Figure 3-1 imply a linear, sequential, “top to bottom” movement through the four-stage
process. The dependence of the trip distribution and mode split stages on private mode travel times, however, will require
an iterative computation strategy. That is, auto travel times must first be estimated based on an assumed set of auto O-D
flows. Trip distributions and modal splits willthen be computed based on these travel times, and a new road assignment
willbe performed given the new estimates of auto O-D flows. This process willthen continue until the travel times and O-D
flow estimates converge to an “equilibrium” state. That is, a classic “supply-demand” interaction willbe modelled in which
the auto O-D flows depend on the travel times among O-D pairs, while the O-D travel times depend on the level of
congestion (i.e. the auto O-D flows on the routes connecting the O-D pairs).
3.3 EMME/3 – THE SHORTLISTED SOFT WARE

EMME is currently used in over 60 countries by over 650 organizations. EMME users include cities,
metropolitan areas, various levels of public administration, public-transport agencies, consulting firms and
universities. In India, Ahmedabad, Pune, Aizawl, and most importantly Mumbai one of the biggest
metropolitan region have been modelled using this software. Some of the additional features, which further
make it suitable for HMA, are:
• EMME proves to be a very comprehensive model and would be very useful when several modes are
being analyzed concurrently. It is a multimode travel demand forecasting model designed for interactive
3
use. It is more comprehensive than other interactive graphic models that have been developed to date.
For a region such as HMA where inter-modal trips are common even today, they are bound to be a more
prevalent form of commuting in the days to come. Most of the sub-urbs of Hyderabad and far-off towns
from where commuters travel to southern or central Hyderabad use more than one mode. This
necessitates that the choice of model should be able to handle such trips.
• EMME/3 can perform road-based and public-transport assignments either separately or simultaneously,
which is a powerful feature of the model. Hence, assigning trips to MMTS and bus networks taking into
account the condition in trains, variation in bus speeds and frequency due to change in overall traffic
volume and fares.
• EMME/3 provides a better output format for turning volumes at intersections because not only it provides
a graphical output of turning movements but also its turning volume outputs are in a format that can be
easily post-processed in a spreadsheet such as MS EXCEL.
• The feature of macro language in EMME/3 provides a high flexibility for the model to automate any pre-
designed calculation procedures and network scenarios.
• It should also be noted that EMME/3 can also handle trip chaining4. In EMME/3 this is done via a macro,
which uses a logit model to determine destinations and mode choice for tours of up to 3 legs.
3 Lei Yu, Peng Yue & Hualiang Teng,, A Comparative Study of EMME/2 and QRS-II for Modeling a Small Community, 82nd Annual Meeting of the Transportation Research Board, Washington, DC, U.S.A, January 2003
4 Trip Chaining involves more than two trips combined by a common middle destination, which doubles up as origin for the next trip. A trip to market while coming back from work is an example of such phenomenon.
This trend is bound to become more common in a megalopolis like Mumbai where middle and lower income people try to minimise their transport cost.
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Inception Report
• EMME/3 has the greatest flexibility in data handling and model form and thus would be easier to interface
with the other models.
• Following table compares different kind of functional forms of modal choice (mode split) as they are
handled in different software. It is clear that EMME/3 is the best as it is able to accommodate any kind of
form along with hierarchical logit as the most common one.
Package Functional Forms
EMME/3 Theoretically any closed form: hierarchical logit, most common
MVMODL (TRIPS) Logit: multinomial, incremental and hierarchical
TransCAD Hierarchical logit
MINUTP Gravity distribution
TRANPLAN Hierarchical logit
VISUM Logit, including Box-Cox version
3.4 SUB AREA FOCUSING

HMA is not a very uniform urban area. Neither population density nor land-use shows any gradual changes
over the vast 7,100 sq. km. For this reason, it is natural to treat the area at two level, the second being the
level of sub-areas. These sub-areas will include divisions of Hyderabad Urban Development Area (HUDA),
Hyderabad Metropolitan Area (HMA) such as Shamirpet, Sangareddy, Bhongir, Ibrahimpatnam, Ghatkesar,
Tupran, Shadnagar etc. These sub-areas may require individual attention and a capability in the modeling
software to treat them separately as well as part of the HMA continuum.
EMME/3 provides several tools to achieve sub-area focussing by extracting sub-networks and the associated
O-D matrices. Link attributes, which have been judiciously coded to identify the desired sub-networks, can be
used to export any of the sub-networks in the form of an ASCII file which is in the proper format to be read into
another EMME/3 data bank. If the link attributes do not contain this information, the desired sub-network can
be identified by using an EMME/3 module which performs node and link scatter-grams. The desired sub-
network can be identified by changing node and/or link attributes and then exporting the so identified sub-
network as above. A feature of the equilibrium assignment of EMME/3 called traversal can be used to obtain,
for the identified sub-network, an O-D matrix which is entirely consistent with the regional O-D matrix and its
assignment on the regional network. The traversal matrix which is so obtained may also serve as input to
traffic micro-simulation models. A similar approach can be applied for focussing on a transit network.
3.5 DATA EXCHANGE WITH GIS DATA BASES

Utilities are available which enable interfaces with standard GIS software such as ArcView shape file and
ArcINFO coverage containing POLYGONS or POLYLINES. It is also worth noting that several EMME/3 users
have developed their own interfaces between EMME/3 and the GIS (MapInfo, ArcGIS, etc.) they use.
3.6 MODEL CHARACTERISTICS

This section briefly describes most of the key characteristics and assumptions of the Model the network
modeling software package within which the model is implemented and the fundamental model definitions and
assumptions, including choice of analysis time period, definition of trip purposes to be modelled, definition of
travel modes, and the assumptions underlying travel cost calculations within the model.
3.6.1 The EMME/3 Network Modeling System

Our model will be implemented within a commercial transportation network modeling software package on the
lines of EMME/3. These packages enable the analyst to develop very detailed computerized representations
of road and PT networks, and provide the software “environment” within which the entire four-stage modeling
system can be implemented.
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Inception Report
Key features of EMME/3 include the following:
• It provides extensive interactive colour computer graphics for network display, analysis and editing
purposes.
• It provides extensive network and matrix (i.e. zonal) data analysis and manipulation capabilities.
• It provides best state-of-practice road and PT network assignment procedures. These are used to load
predicted private and public transport flows onto their respective networks. In so doing, the procedures
also generate the travel times (and for the road network, the travel costs) which are required by the travel
demand models.
EMME/3 supports the development of a single “scenario” which contains both the road and transit networks
defined over a common set of links and nodes. To use our model to generate travel demand forecasts for a
given future year, the analyst will first define the “scenario” which will specify the road and PT networks to be
tested for the forecast year.
3.7 CONCEPTUAL MODEL FRAMEWORK

In continuation to above sections wherein consultant have our general approach of the assignment including
modeling framework, Figure 3-2 shows, Consultant are proposing a standard 4-stage, recursive, model – with
a number of refinements to best address the unique properties of HMA’s transportation system. Our approach
to the detailed modeling of the HMA is a ‘holistic’ one, whereby consultant recognise that each of the
constituents of HMA has their own specific socio-economic and trip-making characteristics; and all co-exist,
and interact, inter-dependently (rather than independently) as vital, and dynamic, components of the HMA.
5
Further, Study Methodology has already deliberated on how exactly consultant will undertake each and every
tasks of modeling. It explained how the requirement of modeling given in TOR will be taken care.
5
Task 4.3 of Activity-4
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Inception Report
HMA
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Inception Report
4. WORK PLAN/ACTIVITY SCHEDULE

4.1 ACTIVITIES/ TASKS
In order to meet the mandate given in the ToR and considering issues involved in the study, consultant have
conceptualised an innovative and sequential “Study Methodology” (as described in earlier section comprising
of activities/tasks/sub-tasks) for this prestigious assignment. The entire study has been divided into eight
Activities which have been further subdivided into 62 Tasks and their various Sub-Tasks as appropriate. While
first activity can be considered as “Inception Activity”, Activities 2 to 6 focus on the core objectives of the study
and last two provide a value addition to the overall success of the study and skill up-gradation of the core
team of various stakeholders (HMDA, GHMC, APSRTC, HMRL, Traffic Police) in Hyderabad towards the
longevity of the planning process/UTP Model. The activities are:
Sl. Activities Number of Tasks /Sub- Duration
No. Tasks
st
1 Project Inception Divided into 8 tasks One month (0-1 month)
th
2 Development of Immediate Action Plan (IAP) Divided into 7 tasks Eight months (0-8 month)
th
3 Establish Baseline Data Divided into 15 tasks Eleven months (0-11
month)
th
4 Development and Operation of Urban Transport Divided into 9 tasks Six months (11-16 month)
Planning Model and Forecast
th
5 Update the Long-Term Transport Strategy for HMA Divided into 7 tasks Five months (13-17 month)
th
6 Prepare Short, Medium and Long-Term Investment Divided into 8 tasks Nine months (16-24 month)
Programme
7 Skill and Knowledge Transfer Divided into 4 tasks About two months (as
decided in consultation with
HMDA)
8 Assistance to HMDA in Public Consultation Process Divided into 4 tasks 0.5 months (as per proposed
stages)
The study will be completed within a span of 24 months from the date of work order. The time allocation for
main mile stones identified will be as follows:
Outputs No. of Copies Completion / Submission time
Inception Report 25 at the end of 1st month -
presentation required
(including finalized approach & methodology and proposal
regarding software / development of model for Stage I and
Stage II)
STAGE I
Field Surveys Report 25 at the end of 3 months
(Traffic Surveys as required for immediate action plan)
Immediate Action Plan 25 at the end of 8 months
HMR (MRTS) Phase – II Proposals 24 at the end of 4 months
STAGE II
Field Surveys Report 25 at the end of 10 months
(HIS and other surveys)
Data compilation and Statistical Analysis 25 at the end of 12 months
Development of UTP Model, Scenarios and Travel demand 25 at the end of 16 months
forecasts
Report on Long Term Strategy for the Transport Sector 25 At the end of 17 months
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Inception Report
Outputs No. of Copies Completion / Submission time
(Activity 4)
Short, and Medium investment strategy (Activity 5) 25 at the end of 18 months
Report on capacity building (Activity 6) 25 at the end of 20 months
Draft final Report + Executive Summary 50 at the end of 22 months
Final Report 50 at the end of 24 months
Executive Summary 100 at the end of 24 months
In addition to the above, the consultants will submit monthly progress reports indicating the progress of the
study in terms of schedule activity versus actual status, reasons for delay, if any and the likely action plan for
the following months.
4-2
INCEPTION REPORT
Volume - IV: FIELD SURVEY FORMATS (REVISED)
JULY 2011

VOLUME IV: Consultancy Services for
FIELD SURVEY FORMATS (REVISED)

Inception Report
INDEX
Sl. Page
Description of the survey Form Name
No. No.
Category 1
HIS-PART 1. Household Data Sheet 1
1 Household Interview Survey HIS-PART 2. Person & ‘Regular’ Travel Data 2
HIS-PART 3. Previous Day Trip Diary 3
2 Survey of Floating Population Floating Population Survey 4
Category 2
3 Road Network Inventory Survey Road Network Inventory 5
4 Speed and Delay Journey Time (Speed and Delay) Survey 6
Surveys to Develop Speed – Flow Classified Traffic Volume Count Survey (Speed-Flow
5 7
Function Function)
Category 3
Conduct Traffic Volume Count / O-D / Classified Traffic Volume Count Survey 8
Occupancy Surveys at Outer Cordon/ Road Side Interview (O-D) Survey: Passenger Vehicle 9
Inner Cordon/ Screen Lines / Mid-block
Road Side Interview (O-D) Survey: Bus 10
and Survey Locations Road Side Interview (O-D) Survey: Goods Vehicle 11
Turning Movement and Inventory Survey Classified Traffic Volume Count Survey at Intersection/
12
at Strategic Intersection/Junction Junction by Movement
Category 4
Traffic Surveys at Major Terminals
Regional Terminal User Survey-Passenger 13
(Road/ Rail/ Air)
Classified Traffic Volume Count Survey at Goods
14
Terminal Entry / Exit
Goods Focal Point Survey Goods Vehicle On-street Parking (Registration Number) 15
Interview of Goods Vehicles at Terminal / On-Street
16
Parking
Category 5
Work Place Survey 17
Work Place Survey
Work Place Survey- goods 18
Commercial Vehicle Survey Commercial Vehicle/ Goods Transport Operators Survey 19
Category 6
Parking Survey On-Street Parking 20
Non-Motorized Traffic Survey Pedestrian Count Survey 21
Category 7
MMTS / Sub-urban Railway Passenger MMTS Rail/ Suburban Rail Passenger: On Board Survey 22
Survey Interview of MMTS/Suburban Passenger 23
Public Transport (Bus): On-Board Survey 24
Bus Passenger/On-Board Survey
Bus Passenger Interview Survey 25
IPT Auto/ Maxi Cab/ Taxi: Operator/ Driver Survey 26
IPT (Taxi and auto-rickshaw) Survey
Interview of Auto/ Maxi Cab/ Taxi Passenger 27
Opinion Survey for (Bus, MMTS, IPT
Opinion Survey for Passenger/ Citizens 28
passengers)
Establishment Survey Establishment Survey 29

Inception Report
COMPREHENSIVE TRANSPORTATION STUDY
for Hyderabad Metropolitan Area - HOME INTERVIEW SURVEY
PART 1. Household Data Sheet Traffic Zone: Household serial number:
HOUSEHOLD LOCATION: Assembly No. Electoral Booth No. Map Reference: Sheet of
Name of Head of household Schedule No.
Building Name/Number Date of Interview: Day Mon Year
Street Name Interviewer: 1st
Locality/Area Name Supervisor: 2nd
City / Village 3rd
Landmark 1 Interview Status: Refused Partial Full
Landmark 2 Household Data Sheet 1 2 3

Contact Tel. / Mob. No. Travel Data Sheet 1 2 3
PIN Code Daily Trip Diaries 1 2 3
Ownership Number of vehicles owned

Employer No. of Number of vehicles available to Hired /contract
Type of Residence Owned Rented Owned by H'hold
Provided Rooms H'hold for personal use: vehicle
Apartment/flat 1 1 2 3 Cars/Vans 0 1 2 3+ 0 1 2 3+
Independent House 2 1 2 3 2-wheelers 0 1 2 3+ 0 1 2 3+
Service apartments /
3 1 2 3 Bicycles 0 1 2 3+ 0 1 2 3+
Shared Apprt
Slums 4 1 2 3 Auto 0 1 2 3+ 0 1 2 3+
Others (Specify Mode): 0 1 2 3+ 0 1 2 3+
Total no. persons living in household
No. of Earners in household Parking available at household: Private Spaces Park on-street
Persons Employed by the household Cars/Vans 0 1 2 3+ 0 1 2 3+
2-wheelers 0 1 2 3+ 0 1 2 3+
Others 0 1 2 3+ 0 1 2 3+
PERSONAL INFORMATION: Person 1 Person 2 Person 3 Person 4 Person 5 Person 6 Person 7

Completed Travel Diary 1 Yes 2 No 1 Yes 2 No 1 Yes 2 No 1 Yes 2 No 1 Yes 2 No 1 Yes 2 No 1 Yes 2 No
No. of trips made on Travel Day 0 None 0 None 0 None 0 None 0 None 0 None 0 None
Name Head of H'Hold
Age (years)
Sex 1 M 2 F 1 M 2 F 1 M 2 F 1 M 2 F 1 M 2 F 1 M 2 F 1 M 2 F
Marital Status
Married 1 1 1 1 1 1 1
Single 2 2 2 2 2 2 2
Completed Education Level
Illiterate 1 1 1 1 1 1 1
Primary (5th Pass) 2 2 2 2 2 2 2
Secondary (10th Pass) 3 3 3 3 3 3 3
Higher Secondary (12th Pass) 4 4 4 4 4 4 4
Technical diploma 5 5 5 5 5 5 5
Graduate 6 6 6 6 6 6 6
Post Graduate & above 7 7 7 7 7 7 7
Others 8 8 8 8 8 8 8
Occupation Status
Employed (Full Time) 1 1 1 1 1 1 1
Employed (Part Time) 2 2 2 2 2 2 2
Self Employed 3 3 3 3 3 3 3
Daily Wages 4 4 4 4 4 4 4
Student (all levels) 5 5 5 5 5 5 5
Seeking Employment 6 6 6 6 6 6 6
Homemaker/Housewife 7 7 7 7 7 7 7
Retired 8 8 8 8 8 8 8
Resident Maid / Driver / Caretaker 9 9 9 9 9 9 9
Others 10 10 10 10 10 10 10
If Employed: Are you employed in Government / Private sector?
1 Govt 2 Priv 1 Govt 2 Priv 1 Govt 2 Priv 1 Govt 2 Priv 1 Govt 2 Priv 1 Govt 2 Priv 1 Govt 2 Priv
Building Type, Area or Land Use that best describes your USUAL place of employment or education:
Employment/ Education Place:
Residential 1 1 1 1 1 1 1
Industry / Factory 2 2 2 2 2 2 2
Warehouse 3 3 3 3 3 3 3
Office / Office Complex 4 4 4 4 4 4 4
Film / Television / Media Industry 5 5 5 5 5 5 5
Shop / Showroom / Mall 6 6 6 6 6 6 6
Restaurant / Eating Place 7 7 7 7 7 7 7
Hotel 8 8 8 8 8 8 8
Entertainment/Tourism 9 9 9 9 9 9 9
Place of Education (School / College etc.) 10 10 10 10 10 10 10
Health Facility 11 11 11 11 11 11 11
Agriculture 12 12 12 12 12 12 12
Construction Site 13 13 13 13 13 13 13
Varies day to day 14 14 14 14 14 14 14
Others 15 15 15 15 15 15 15
Student Education Place:
Pre-School 1 1 1 1 1 1 1
Primary School 2 2 2 2 2 2 2
Secondary/High School 3 3 3 3 3 3 3
Degree College 4 4 4 4 4 4 4
University / Research Institute 5 5 5 5 5 5 5
Coaching classes 6 6 6 6 6 6 6
Others 7 7 7 7 7 7 7
1

Inception Report
PART 2. Person & 'Regular' Travel Data Sheet of Household serial number:
Person 1 Person 2 Person 3 Person 4 Person 5 Person 6 Person 7

Name
Address and Location of USUAL Place of Employment or Education
At Home / Same building/apartment 1 1 1 1 1 1 1
OR 2 Building Number / Name
Street Name
Location 1
Location 2
Landmark 1
Landmark 2
Traffic Zone (for Office Use)
Please circle days that you usually go to Work/School/College

Monday 1 1 1 1 1 1 1
Tuesday 2 2 2 2 2 2 2
Wednesday 3 3 3 3 3 3 3
Thursday 4 4 4 4 4 4 4
Friday 5 5 5 5 5 5 5
Saturday 6 6 6 6 6 6 6
Sunday 7 7 7 7 7 7 7
What time do you USUALLY leave home to travel to Work or School/College
Time (hh:mm)
How long does it USUALLY take to travel from home to your place of emplyment or education
Time (hh:mm)
What time do you USUALLY leave your place of employment or education at the end of the day
Time (hh:mm)
Do you have a driving licence? 1 Yes 2 No 1 Yes 2 No 1 Yes 2 No 1 Yes 2 No 1 Yes 2 No 1 Yes 2 No 1 Yes 2 No
What modes of travel do you USUALLY use when travelling from home to Work or School/College
(where several modes are used, list in order of use i.e. 1st part of journey, 2nd part, 3rd part etc.)
Walk ( 1) 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4
Bicycle ( 2) 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4
Cycle Rickshaw ( 3) 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4
Taxi ( 4) 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4
Autorickshaw (3-seater) ( 5) 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4
Maxicab (7-seater)/ auto ( 6) 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4
2-wheeler (as driver) ( 7) 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4
2-wheeler (as passenger) ( 8) 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4
Car/Van (as driver) ( 9) 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4
Car/Van (as passenger) (10) 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4
Bus (Public)- APSRTC/Setwin (11) 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4
Bus (Company / Institute) (12) 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4
Bus (Private Charter) (13) 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4
Train (MMTS) (14) 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4
Train (Long Distance/Sub-urban) (15) 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4
Other (16) 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4
If you drove, or were driven, to work - 1 On Street 1 On Street 1 On Street 1 On Street 1 On Street 1 On Street 1 On Street
where did you park? 2 Off Street 2 Off Street 2 Off Street 2 Off Street 2 Off Street 2 Off Street 2 Off Street
If public bus (APSRTC/Setwin) was used, which routes numbers were used (in order of use )
1st Bus ( 1)
2nd Bus ( 2)
3rd Bus ( 3)
If a train (MMTS/Suburban/ Long distance) was used, what stations did you use. (1st station first, last station last, and transfer stations in between).
First Station
1 1 1 1 1 1 1
First Transfer Station
2 2 2 2 2 2 2
Last Station
4 4 4 4 4 4 4
Do you usually use a Bus / Rail pass? 1 Yes 2 No 1 Yes 2 No 1 Yes 2 No 1 Yes 2 No 1 Yes 2 No 1 Yes 2 No 1 Yes 2 No
If yes, what is the cost? (Rs / month)
How much do you normally spend on transport costs every month (all respondents please - in the case of children ask the adults)
Rupees per month
Individual Monthly income from all

sources (Rs / month)
A Upto 5,000 D 15,001-20,000 G 60,001-100,000
What is total monthly household
B 5001-10,000 E 20,001-40,000 H Above 100,000
income (Rs / month)
C 10,001-15,000 F 40,001-60,000
Trave Time Saving (minutes) 5 10 15 20 25 30 35 40 45
Present Cost
Present Travel 0%
(Over present
of Travel (Rs
Willing to Pay
How much are you willing to pay for Time (hh:mm) 10%
per trip)
cost)
reduction in your travel time per trip 25%

(for usual trip)? 50%
100%
200%

Inception Report
Trip Reason Travel Modes:
01. Home 05. Business/Work Related 09. Entertainment/Recreation 01. Walk 05. Autorickshaw 08. 2-wheeler (pillion) 11. Bus (public) 14. Train (MMTS) P = Bus / Rail Pass used
02. Work 06. Health 10. Employers Business 02. Bicycle 06. Maxi cab 09. Car/Van (driver) 12. Bus (company charter)
15. Train (Suburban/long distance)
03. School 07. Eating 11. Drop-off passenger 03. Cycle Rickshaw 2-wheeler 10. Car/Van (passenger) Bus (private 16. Other mode No cost for car, 2-wheeler, walk or bicycle except if toll paid
07. 13.
04. Shopping 08. Social 12. Other Reason 04. Taxi (driver) charter) Record Change of bus / train as separate mode
13. Transfer / Interchange (if the only purpose at destination is to change mode) Transfer Time = Walk time + Wait time for next mode
PART 3. Previous Day Trip Diary Day of Diary: Person Name: Person No.: Household No.:
Day Month Is this a proxy interview ? 1 No 2 Yes
Sheet
Trip Time of Reason at End Modes of Mode Time (mins) Cost of Mode Transfer / Interchange / If Mode is Car
Place at which this trip started Place at which this trip ended
No. Journey (Destination) Travel Used Transfer Travel (Rupees) Intermediate Location or Station or 2-wheeler
1 Home 2 Work 3 School or 4 OTHER 1 Home 2 Work 3 School or 4 OTHER Occupants

1st P (including driver)
Trip Start Time
Building No. / Name: Building No. / Name:
2nd P
Street Name: Street Name:
1
Location 1 Location 1 Parking cost
3rd P
Location 2 Trip End Time Location 2 Rs
Landmark 1 Landmark 1
4th P
Trip Start Time
2nd P
2
3rd P
4th P
Trip Start Time
2nd P
3
3rd P
4th P
Trip Start Time
2nd P
4
3rd P
4th P
Trip Start Time
2nd P
5
3rd P
4th P
3

Inception Report
for Hyderabad Metropolitan Aea - FLOATING POPULATION SURVEY
Day Month H H m m
Interview ee
Schedule No. 01. Arriving 02. Departing Date & Time of Interview:
Status
PART 1. Establishment Reference Traffic Zone: Establishment serial number:
PART 2. Person Details

Name of Respondent Contact Tel. No.
Designation of Respondent Email ID

Do you live in Hyderabad? If not, where are you presently
1. 2. What is your present Occupation Status?
residing? Please record address as applicable
01 Residing in Hyderabad 02 Staying at a Hotel 01. Employed (Full Time) 06. Seeking Employment
03 Staying at friends of relatives' place in Hyderabad 02. Employed (Part Time) 07. Homemaker/Housewife
04 Not staying in Hyderabad (will leave today itself) 03. Self Employed 08. Retired
Street Name 04. Daily Wages 09. Maid / Driver / Caretaker
Locality / Area Name 05. Student (all levels) 10. Others

City / Village
Landmark 1 / District 4. Trip Reason (What is the purpose of your visit here)
Landmark 2 / State 02. Regular Work 07. Eating Out

PIN Code 03. School 08. Social
04. Shopping 09. Entertainment/Recreation
Where is the place of work / education, you normally report to. 05. Business / 10. Employers Business
3.
Please record address if applicable Work Related 11. Drop-off passenger
01 This Place 02 In Hyderabad 06. Health 12. Other Reason
03 Outside Hyderabad
Establishment Name 5. Place at which this trip started. Where is the place you
Building Name / Number are coming from?
Street Name 01 Home 02 Normal Place of work
Locality / Area Name 04 Other 03 Normal Place of education
City / Village Establishment Name
Landmark 1 / District Building Name / Number
Landmark 2 / State Street Name
PIN Code Locality / Area Name
City / Village
Landmark 1 / District
Landmark 2 / State
6. Main mode of travel used for this trip
01. Walk
02. Bicycle 06. 2-wheeler (driver) 10. Bus (public) 13. Train (local)
03. Taxi 07. 2-wheeler (passenger) 11. Bus (company charter) 14. Train (long distance)
04. Autorickshaw 08. Car/Van (driver) 12. Bus (private charter) 15. Other mode
05. Maxi cab 09. Car/Van (passenger)
7. Total travel time for this trip from starting (origin) place to this place. Include time spent
in all modes used and intermediate waiting or change over time.
Hrs minutes
8. Total cost of travel for this trip if not using own mode e.g. Taxi / Bus / Train. If using own
vehicle only state payments other than vehicle operating cost e.g. Toll.
Rs.
9. Place you would be going from here? 10. Trip Reason (What would be the purpose for which you
01 Home 02 Normal Place of work would make this next trip)
04 Other 03 Normal Place of education 01. Return Home
Establishment Name 02. Regular Work 07. Eating Out
Building Name / Number 03. School 08. Social
Street Name 04. Shopping 09. Entertainment/Recreation
Locality / Area Name Personal Business 10. Employers Business
05.
City / Village / Work Related 11. Drop-off passenger
Landmark 1 / District 06. Health 12. Other Reason
Landmark 2 / State
4

Inception Report
Road Network Inventory
1.0 Name of the Road :
2.0 Link_ID :
3.0 Link Length (in km) :
4.0 Characteristics
4.1 Right of Way (in m) :
4.2 Median? 1. Present 2. Not Present
4.3 If 1. Yes, width of Median (in m) :
Median Type: 1. Mountable 2. Unmountable 3. Railing
1. Stone Blocks 2. Cement Concrete 3. Stone Rubble
Median Type (Construction Material Used): masonry 4. Brick wall
5. Any Other (Pl. Specify)
4.4 Other Details Direction 1: Direction 2:
C/W or Black Top width (m) if median exists
C/W or Black Top width (m) if no median exists
Pavement Type
Foot Path (m) if no footpath put - or 0
Service Road Width (m)
Hard/Earthen Shoulder (m)
Drainage
Abutting Landuse (Broad)
Number of Road side property direct access
entry / exits
Number of median openings
Encroachment if any (approximate in m)
Significant On-Street Parking (Circle the 1. Paid 2. Free / Unpaid 1. Paid 2. Free / Unpaid
number that applies) 3. Not Present 3. Not Present
Plantation 1. Present 2. Not Present 1. Present 2. Not Present

4.6 No. of minor Junctions / Intersections on this T-Jn. T-Jn.
Link: (mention T junctions direction wise) 4 or more arm Jn.
4.7 Road Markings:
Lane Marking 1. Present 2. Not Present
Pavement Edge Strips 1. Present 2. Not Present
Pedestrian Crossings 1. Present 2. Not Present
Any Other Marking (Specify) 1. Present 2. Not Present
4.8 Street Lighting 1. Present 2. Not Present
1. Tungsten Filament Bulb 2. Tubular Fluorescent Bulb

If Yes, Type:
3. Sodium Vapour 4. Mercury Lamp 5. Other
4.9 Bus (APSRTC or other Bus)/Tempo Route 1. Present 2. Not Present

1. One Way 2. Two way 3. Any Other Restriction
4.10 Traffic Management (Specify)
4.11 Draw representative Cross Section

4.12 Any other Information :
4.13 Major visible Utilities/ HT lines along or across
5

Inception Report
Journey Time (Speed and Delay) Survey
MP: Morning Peak, EP: Evening Peak, OP: Off Peak Date:_____________
Survey Starting Time:________________ Weather: 1. Sunny or Clear / 2. Cloudy / 3. Rain Day:______________
Odometer Reading Journey Time (Stop Watch Readings)

Peak/Off
Direction Length Delay
Link_ID No. Paek (tick Start End Total Reasons
(From____ To____) Start End (km) Start End Total
mark) (H:M:S) (H:M:S) (H:M:S) for Delay
(H:M:S) (H:M:S) (H:M:S)
MP
EP
OP
MP
EP
OP
MP
EP
OP
MP
EP
OP
Reasons for Delay: 1. Signalised/Non-Signalised intersection, 2. Level Crossing, 3. Congestion, 4. Stray Animals, 5. Others (Parking, Loading/Unloading, Pedestrian etc.), 6. Religious Structure
Name of Enumerator: Supervisor:
6

Inception Report
Classified Traffic Volume Count Survey (Speed Flow function)
Circle the number of heading that applies 1. Vehicles in Opposite Direction / 2. Overtaking Vehicles / 3. Overtaken Vehicles
Name of Road / Location:________________________ Date : Day: Weather: 1. Sunny or Clear / 2. Cloudy / 3. Rain Sheet No:
Location_ID:_____________________ Road Type Desc & Width:_____________________ Direction From:___________________________ To:_____________________________
Motorised Traffic Non Motorised Traffic

Passenger Vehicles Goods Vehicles
Pedestrians &
Time Bus Animal
Others (pl.
Period Car/Jeep/Va MAV Cycle Drawn /
7 seater (3w) 2-Axle 3-Axle Tractor- Cycle specify)
Two wheelers Autorickshaw (3w) Taxi n (Other than Mini Bus APSRTC Other LCV (Truck Tractor Rickshaw Hand
/ Maxi Cabs Truck Truck Trolly
Taxi) Bus Bus Trolly) Cart
:00
:15
Sub Total
:15
:30
Sub Total
:30
:45
Sub Total
:45
:00
Sub Total
Total
7

Inception Report

Classified Traffic Volume Count Survey
Name of Road/Location:________________________ Date : Day: Weather: 1. Sunny or Clear / 2. Cloudy / 3. Rain Sheet No:
Location_ID:_____________________ Direction From:___________________________ To:_____________________________

Pedestrians &
Time Bus
Others (pl.
Period Car/Jeep/V MAV Cycle Animal
Two wheelers Autorickshaw (3w) Taxi an (Other than Mini Bus APSRTC Other LCV (Truck Tractor Rickshaw Drawn
/ Maxi Cabs Truck Truck Trolly
Taxi) Bus Bus Trolly)
:00
:15
:15
:30
:30
:45
:45
:00
Total
8

Inception Report
Road Side Interview (O-D Survey): Passenger Vehicle
Location Name:_____________________ Sheet No:
Location_ID:_________________ Outer Cordon Line / Inner Cordon Line Day:__________
Direction: From:____________________To:______________________ Date:_________
Distance/
Time of Resedential Trip Trip Ownership
S.No VehicleType Origin of Trip Destination of Trip Travel Time/ Occupancy
Interview Status Purpose Frequency of Vehicle
Travel Cost
Location (Village/Mandal): Location (Village/Mandal): Distance (km) :
1. Two wheelers 2. Work 1. ____ Times per day 1. Self Owned
2. Autorickshaw (3W) Resident of Hyderabad 3. Business 2. Daily (Up/Dn) 2. Others (Hired)

Metropolitan Area
District: District:
3.7 seater (3W)/ Maxi Caabs (HMA) 4. Education 3. Weekly
Travel Time (hh:mm) :

4. Taxi 5. Shopping 4. Occassionally
State: State:
5. Car/Jeep/Van (other than Taxi) 1. Yes 6. Health
If within HMDA: If within HMDA:

15. Cycle 2. No 7. Entertainment/Recreation
Loaction: Loaction: Cost (Rs.) :

16. Cycle Rickshaw 8. Social
Landmark1: Landmark1:
17. Animal Drawn 9. Others (pl. specify)
18. Others (Specify) Landmark2: Landmark2:

Is Returning Home? /
1. Yes 2. No
Destination is Home?


Metropolitan Area
District: District:

State: State:



1. Yes 2. No


Metropolitan Area
District: District:

State: State:



1. Yes 2. No
9

Inception Report
Road Side Interview O-D Survey: Bus
Outer Cordon Line/ Inner Cordon Line

Location_ID:_________________ Day:__________
Direction: From:_______________To:_________________ Date:_________
Time of
S.No VehicleType Origin Destination Occupancy
Interview
Location (Village/Taluka): Location (Village/Taluka):
6. Mini Bus
District: District:
7. APSRTC Bus
State: State:
8. Other Bus
Loaction/ Terminal: Loaction/ Terminal:

6. Mini Bus
District: District:
7. APSRTC Bus
State: State:
8. Other Bus

6. Mini Bus
District: District:
7. APSRTC Bus
State: State:
8. Other Bus

6. Mini Bus
District: District:
7. APSRTC Bus
State: State:
8. Other Bus

6. Mini Bus
District: District:
7. APSRTC Bus
State: State:
8. Other Bus
10

Inception Report
Road Side Interview (O-D Survey): Goods Vehicle
Location Name:_____________________ Outer Cordon Line/ Inner Cordon Line Sheet No:
Location_ID:_________________ Day:__________
Direction: From:____________________To:______________________ Date:_________
Distance/
Pay Load Trip Ownership
S.No VehicleType Origin Destination Travel Time/ Commodity Type
(Tonnes) Frequency Of Vehicle
Travel Cost
9. LCV/Tempo Location (Village/Mandal): Location (Village/Mandal): Distance (km) : 1. Foodgrains 1. ____ Times per day 1. Self Owned
10. 2-Axle Truck 2. Fruits and Vegetables 2. Daily (Up/Dn)
2. Owned by
11. 3-Axle Truck District: District: 3. Household Goods 3. Weekly
Other person
12. Multi-Axle Truck 4. Chemicals and Fertilisers 4. Occassionally
13. Tractor with Trailor State: State: Travel Time (hh:mm) : 5. Petroleum
Time of
14. Tractor without Trailor If within HMDA: If within HMDA: 6. Building Materials
Interview Loaction: Loaction: 7. Textile
Landmark1: Landmark1: 8. Ore / Mineral
Landmark2: Landmark2: Cost (Rs.) : 9. Timber
Type of Establishment Type of Establishment 10. Manufactured Goods
1. Warehouse Godown 2. Factory 1. Warehouse Godown 2. Factory 11. Empty
3. Shop / Residence etc. (Customer location) 3. Shop / Residence etc. (Customer location) 12. Others (Specify)
S.No 9. LCV/Tempo Location (Village/Mandal): Location (Village/Mandal): Distance (km) : 1. Foodgrains 1. ____ Times per day 1. Self Owned
2. Owned by
Other person
Time of
16. Cycle Rickshaw Loaction: Loaction: 7. Textile
Interview Landmark1: Landmark1: 8. Ore / Mineral
Landmark2: Landmark2: Cost(Rs.) : 9. Timber
2. Owned by
Other person
Time of
2. Owned by
Other person
Time of
11

Inception Report
Draw Junction Diagram: Comprehensive Transportation Study (CTS) for

Classified Traffic Volume Count Survey at Intersection/ Junction by Movement
Name of Intersection/Junction:________________________ Date : Day: Weather: 1. Sunny or Clear / 2. Cloudy / 3. Rain Sheet No:
Location_ID:_____________________ Direction/ Movement From:___________________________ To:_____________________________

Pedestrians &
Time Bus
Others (pl.
Period Car/Jeep/V MAV Cycle Animal
Two wheelers Autorickshaw (3w) Taxi an (Other than APSRTC Other LCV (Truck Tractor Rickshaw Drawn
/ Maxi Cabs Mini Bus Truck Truck Trolly
Taxi) Bus Bus Trolly)
:00
:15
:15
:30
:30
:45
:45
:00
Total
12

Inception Report
Regional Terminal User Survey - Passenger
Type of Terminal: 1. Inter State Bus Terminal 2. Rail Terminal 3. Air Terminal
Name of Terminal : Day:__________
Location : Date:_________
Time of Day of Survey: Morning / Midday / Evening / Night Time:_________
Type of Passenger 1. Arriving 2. Departing
If Arriving in Hyderabad
Mode Travel Time/ Frequency of
Origin Destination within HMDA (From Terminal To Purpose
Destination)
Travel Cost Such Trip
State: within HMDA: 1. Two-wheeler 2. Work Travel Time (hh:mm) : 1. ____ times a day
Loaction: 2. Auto Rickshaw 3. Business
District: 3. Seven seater (3W) 4. Education 2. Daily (Up/Dn)
Landmark1: 4. Taxi 5. Shopping Cost (Rs.) :
Village/City: 5. Car/Jeeps (other than Taxi) 6. Health 3. Weekly
Landmark2: 6. Mini Bus 7. Entertainment/Recreation
7. APSRTC Bus 8. Social 4. Occassionally
8. Other Bus 9. Others (pl. specify)
15. Cycle 1. Yes 2. No
If Departing from Hyderabad

Origin within HMDA Destination Purpose
(From Origin to Terminal) Travel Cost Such Trip
within HMDA: State: 1.Two-wheeler 2. Work Travel Time (hh:mm) : 1. ____ times a day
Loaction: 2.Auto Rickshaw 3. Business
District: 3.Seven seater (3W) 4. Education 2. Daily (Up/Dn)
Landmark1: 4.Taxi 5. Shopping Cost (Rs.) :
Village/City: 5.Car/Jeeps (other than Taxi) 6. Health 3. Weekly
Landmark2: 6.Mini Bus 7. Entertainment/Recreation
7.APSRTC Bus 8. Social 4. Occassionally
8.Other Bus 9. Others (pl. specify)
What is total monthly household income (Rs / month)

A. Upto 2,500 D. 8,001-12,000 G. 35,001-50,000
B. 2,501-5,000 E. 12,001-20,000 H. 50,001-100,000
C. 5,001-8,000 F. 20,001-35,000 I. Above 100,000
Type of Passenger 1. Arriving 2. Departing

If Arriving in Hyderabad
Origin Destination within HMDA (From Terminal To Purpose
Destination)
Travel Cost Such Trip
State: within HMDA: 1.Two-wheeler 2. Work Travel Time (hh:mm) : 1. ____ times a day
If Departing from Hyderabad

Origin within HMDA Destination Purpose
(From Origin to Terminal) Travel Cost Such Trip
within HMDA: State: 1.Two-wheeler 2. Work Travel Time (hh:mm) : 1. ____ times a day
What is total monthly household income (Rs / month)

A. Upto 2,500 D. 8,001-12,000 G. 35,001-50,000
B. 2,501-5,000 E. 12,001-20,000 H. 50,001-100,000
C. 5,001-8,000 F. 20,001-35,000 I. Above 100,000
13

Inception Report
Classified Traffic Volume Count Survey at Goods Terminal

Entry / Exit
Name of Road/Location:________________________ Sheet No:

Weather: 1. Sunny or Clear / 2. Cloudy / 3. Rain Date : _____________________________
Location_ID:_____________________ Day : _____________________________
Goods Vehicles
MAV
2-Axle 3-Axle Tractor-
LCV (Truck Tractor
Truck Truck Trolly
Trolly)
:00
:15
Sub Total
:15
:30
Sub Total
:30
:45
Sub Total
:45
:00
Sub Total
Total
14

Inception Report
Goods On-Street Parking (Registration number)
Area/Locality:__________________________________ Sheet No:____

Location/Name of Goods Focal Point: Stretch/Section: From: To: Day:_______
Weather: 1. Sunny or Clear / 2. Cloudy / 3. Rain Date:_________
Start Time of Survey (Patrolling) in hh:mm:

2-Axle 3-Axle MAV
LCV Tractor-Trolly Tractor
Truck Truck (Truck Trolly)
Supervisor:
15

Inception Report
Interview of Goods Vehicle at Terminal / On street parking
Location_ID:_________________ Day:__________
For Incoming Goods Vehicles Date:_________
Distance/
Time of Pay Load Trip Ownership
S.No VehicleType Origin Destination Travel Time/ Commodity Type
Interview (Tonnes) Frequency Of Vehicle
Travel Cost
Location (Village/Mandal/ Local area in HMDA): Distance (km) : 1. Foodgrains
9. LCV/Tempo 1. ____ Times per day 1. Self Owned
2. Fruits and Vegetables
10. 2-Axle Truck 2. Daily (Up/Dn) 2. Others (Hired)
District: 3. Household Goods
11. 3-Axle Truck 3. Weekly
4. Chemicals and Fertilisers
12. Multi-Axle Truck 4. Occassionally
State: Travel Time (hh:mm) : 5. Petroleum
13. Tractor with Trailor
If within HMDA: 6. Building Materials
14. Tractor without Trailor
Loaction:
Is Terminal of Survey 7. Textile
Landmark1: 8. Ore / Mineral
Landmark2: Cost (Rs.) : 9. Timber
10. Manufactured Goods
11. Empty
12. Others (Specify)
For Outgoing Goods Vehicles

Location (Village/Mandal/ Local area in HMDA): Distance (km) : 1. Foodgrains
9. LCV/Tempo 1. ____ Times per day 1. Self Owned
2. Fruits and Vegetables
10. 2-Axle Truck 2. Daily (Up/Dn) 2. Others (Hired)
District: 3. Household Goods
11. 3-Axle Truck 3. Weekly
4. Chemicals and Fertilisers
12. Multi-Axle Truck 4. Occassionally
State: Travel Time (hh:mm) : 5. Petroleum
13. Tractor with Trailor
If within HMDA: 6. Building Materials
14. Tractor without Trailor
Is Terminal of Survey Loaction: 7. Textile
Landmark1: 8. Ore / Mineral
Landmark2: Cost(Rs.) : 9. Timber
10. Manufactured Goods
11. Empty
16

Inception Report
COMPREHENSIVE TRANSPORTATION STUDY - Work Place Survey
Day Month H H m m
Interview ee
Schedule No. 01. Arriving 02. Departing Date & Time of Interview:
Status


Do you live in Hyderabad? If not, where are you presently
1. 2. What is your present Occupation Status?
residing? Please record address as applicable
01 Residing in Hyderabad 02 Staying at a Hotel 01. Employed (Full Time) 06. Seeking Employment
03 Staying at friends of relatives' place in Hyderabad 02. Employed (Part Time) 07. Homemaker/Housewife
04 Not staying in Hyderabad (will leave today itself) 03. Self Employed 08. Retired
Street Name 04. Daily Wages 09. Maid / Driver / Caretaker
Locality / Area Name 05. Student (all levels) 10. Others
City / Village
Landmark 1 / District 4. Trip Reason (What is the purpose of your visit here)
Landmark 2 / State 02. Regular Work 07. Eating Out
PIN Code 03. School 08. Social

04. Shopping 09. Entertainment/Recreation
Where is the place of work / education, you normally report to. 05. Business / 10. Employers Business
3.
Please record address if applicable Work Related 11. Drop-off passenger
01 This Place 02 In Hyderabad 06. Health 12. Other Reason
03 Outside Hyderabad
Establishment Name 5. Place at which this trip started. Where is the place you
Building Name / Number are coming from?
Street Name 01 Home 02 Normal Place of work
Locality / Area Name 04 Other 03 Normal Place of education
City / Village Establishment Name
Landmark 1 / District Building Name / Number
Landmark 2 / State Street Name
PIN Code Locality / Area Name
City / Village
Landmark 2 / State
6. Main mode of travel used for this trip
01. Walk
02. Bicycle 06. 2-wheeler (driver) 10. Bus (public) 13. Train (local)
03. Taxi 07. 2-wheeler (passenger) 11. Bus (company charter) 14. Train (long distance)
04. Autorickshaw 08. Car/Van (driver) 12. Bus (private charter) 16. Other mode
05. Maxi cab 09. Car/Van (passenger)
7. Total travel time for this trip from starting (origin) place to this place. Include time spent
in all modes used and intermediate waiting or change over time.
Hrs minutes
8. Total cost of travel for this trip if not using own mode e.g. Taxi / Bus / Train. If using own
vehicle only state payments other than vehicle operating cost e.g. Toll.
Rs.
9. Place you would be going from here? 10. Trip Reason (What would be the purpose for which you
01 Home 02 Normal Place of work would make this next trip)
04 Other 03 Normal Place of education 02. Regular Work 07. Eating Out
Establishment Name 03. School 08. Social
Building Name / Number 04. Shopping 09. Entertainment/Recreation
Street Name 05. Personal Business 10. Employers Business
Locality / Area Name / Work Related 11. Drop-off passenger
City / Village 06. Health 12. Other Reason
Landmark 2 / State
17

Inception Report
COMPREHENSIVE TRANSPORTATION STUDY - Work Place Survey (Goods)
Day Month H H m m
Interview ee
Schedule No.
Status 01. Arriving Vehicle Date & Time of Interview:

1. Vehcile Category being Surveyed 12. Multi-Axle Truck
9. LCV/Tempo 13. Tractor with Trailor 2. Trip Reason (What is the purpose of your visit here)
10. 2-Axle Truck 14. Tractor without Trailor 01. Pick up / Loading 02. Delivery / Unloading
11. 3-Axle Truck 16. Cycle Rickshaw 03. Parking / Resting 08. Repair / Maintenance
3. Place at which this trip started. Where is the place you are
4. Commodity you are bringing in to this place
coming from?
01 Normal Place of parking 02 Other 1. Foodgrains 7. Textile
2. Fruits and Vegetables 8. Ore / Mineral
Establishment Name 3. Household Goods 9. Timber
Building Name / Number 4. Chemicals and Fertilisers 10. Manufactured Goods
Street Name 5. Petroleum 11. Empty
Locality / Area Name 6. Building Materials 12. Others (Specify)
City / Village
Landmark 2 / State 6. Commodity you will pickup and transport from this place
1. Foodgrains 7. Textile
5. Place you would be going from here? 2. Fruits and Vegetables 8. Ore / Mineral
01 Stay Here till next schedule / Nowhere for now 3. Household Goods 9. Timber
02 Normal Place of parking 03 Other 4. Chemicals and Fertilisers 10. Manufactured Goods
Establishment Name 5. Petroleum 11. Empty
Building Name / Number 6. Building Materials 12. Others (Specify)
Street Name Trip Reason (What would be the purpose for which you
7.
Locality / Area Name would make this next trip)
City / Village 01. Pick up / Loading 02. Delivery / Unloading
Landmark 1 / District 03. Parking / Resting 08. Repair / Maintenance
Landmark 2 / State
Day Month H H m m
Interview ee
Schedule No.
Status 02. Departing Vehicle Date & Time of Interview:

1. Vehcile Category being Surveyed 12. Multi-Axle Truck
9. LCV/Tempo 13. Tractor with Trailor 2. Trip Reason (What was the purpose of your visit here)
10. 2-Axle Truck 14. Tractor without Trailor 01. Pick up / Loading 02. Delivery / Unloading
11. 3-Axle Truck 16. Cycle Rickshaw 03. Parking / Resting 08. Repair / Maintenance
Place at which this trip started. Where is the place you come
3. 4. Commodity you brought to this place
here from?
01 Here Only (This establishment) 1. Foodgrains 7. Textile
02 Normal Place of parking 03 Other 2. Fruits and Vegetables 8. Ore / Mineral
Establishment Name 3. Household Goods 9. Timber
Building Name / Number 4. Chemicals and Fertilisers 10. Manufactured Goods
Street Name 5. Petroleum 11. Empty
Locality / Area Name 6. Building Materials 12. Others (Specify)
City / Village
Landmark 2 / State 6. Commodity you are transporting from this place
1. Foodgrains 7. Textile
5. Place you are going from here? 2. Fruits and Vegetables 8. Ore / Mineral
01 Normal Place of parking 02 Other 3. Household Goods 9. Timber
4. Chemicals and Fertilisers 10. Manufactured Goods
Establishment Name 5. Petroleum 11. Empty
Building Name / Number 6. Building Materials 12. Others (Specify)
Street Name Trip Reason (What is the purpose for which you are making
7.
Locality / Area Name this trip)
City / Village 01. Pick up / Loading 02. Delivery / Unloading
Landmark 1 / District 03. Parking / Resting 08. Repair / Maintenance
Landmark 2 / State
18

Inception Report
Commercial Vehicle/ Goods Transport Operators Survey
1. Name of Operator:______________________ Date:____________
Day:_____________
2. Address of Operator:_________________
3. Areas of Operation:_________________________________
4. Fleet Size: LCV 2 Axle Trucks M-Axle Trucks
5. Parking Space: Dedicated parking space / on-street parking
6. Number of Employees Permanent Temporary
7. Turn Over (Rs/ month):________________
8. Goods Vehicle Trip Information for a Day:
Vehicle Start Time of Via/Int. Stop for Commodity Pay Load (in Travel Time Travel
SI No. Trip/ Tour No. Trip Origin Trip Destination
Type Trip delivery of goods Type Tonnes) (hh:mm) Distance (km)
1
2
If within HMDA: If within HMDA: 3
Loaction: Loaction: Transport Cost

(Rs)
Landmark2: Landmark2: -
If within HMDA: If within HMDA: 1 Travel Time

(hh:mm)
Loaction: Loaction: 2
Landmark1: Landmark1: 3
Landmark2: Landmark2: - Transport Cost

(Rs)

(hh:mm)
Transport Cost
(Rs)

(hh:mm)
Transport Cost
(Rs)
19

Inception Report
On-Street Parking
Area/Locality:__________________________________ Date:_____________ Day:_________
Location/Name of Street:____________________ Weather: 1. Sunny or Clear / 2. Cloudy / 3. Rain Sheet No:_______

Two-wheeler Four-wheeler LCV/Tempo Autorickshaw/ & Seater Bus Cycle
20

Inception Report
Pedestrian Count Survey

Location_ID:_________________ Date:_________ Day:__________
Direction: Along/ Across Weather: 1. Sunny or Clear / 2. Cloudy / 3. Rain
Time Period Pedestrian Count Total Count
:00
:15
:15
:30
:30
:45
:45
:00
Total
:00
:15
:15
:30
:30
:45
:45
:00
Total
:00
:15
:15
:30
:30
:45
:45
:00
Total
:00
:15
:15
:30
:30
:45
:45
:00
Total
21

Inception Report
MMTS Rail / Suburban Rail Passenger: On Board Survey
Route Name:
Direction: From To Day:
Date:
Train Status: 6 Coach -Rake/9-Coach Rake/ ____Coach Rake
Coach no Coach position
No of No of Coach Status
Time of
Sl.No. Name of the Station Time of Arrival Passengers Passengers (General/
Departure
Alighted Boarded Reserved)
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
Name of Enumerator:
Supervisor:
22

Inception Report
Interview of MMTS/Suburban Passenger
Name of the enumarator : Date of Survey :
Route of Survey : Name of the person whom interviewing :
Name of the station where Boarded : Name of the station where Alighting :
Origin Destination
If within Hyderabad: If Outside Hyderabad If within Hyderabad: If Outside Hyderabad
Loaction: Loaction:
District: District:
State: State:
Mode (From Origin To Mode (From Station To

Railway station) Destination)
Trip Purpose Travel Cost and Time
1. Walk 1. Walk 2. Work What is your total travel cost and
time from Origin to Destination?
3. Cycle Rickshaw 3. Cycle Rickshaw 3. Business
5. Auto Rickshaw 5. Auto Rickshaw 4. Education Cost in
Rs._____________________
6. Seven seater (3W) 6. Seven seater (3W) 5. Shopping
8. 2 Wheeler 8. 2 Wheeler 6. Health Trip Frequency
10. Car/Jeeps / Van 10. Car/Jeeps / Van 7. Entertainment/Recreation1. ____ Times per day
11. APSRTC Bus 11. APSRTC Bus 8. Social 2. Daily (Up/Dn)
9. Others (pl. specify) 3. Weekly
14. Train (MMTS) 14. Train (MMTS)
4. Occassionally
16. Others 16. Others
1. Yes 2. No
1. What was your overall experience of MMTS travel?
01. Reasonably Good 02. Somewhat Congested but managed
03. Somewhat Congested and poorly managed 04. Very Congested but managed
05. Very Congested and poorly managed
2. What are the main reasons for using MMTS
01. Station near to origin 02. Station near to Destination
03. Comfort of travel 04. To avoid Pollution and traffic congetion
05. Cheap travel cost / Most Economical 06. No Other Option Available
3. What is the openion on MMTS time punchuality
1. Daily late (specify minutes) 2. Rarely late (specify minutes)
3. Always on time
4. What are the suggetion for improving MMTS service. Rate in order of preference with 1 as highest and 3 as lowest
1. Increase frequency / Reduce waiting time at station 2. Increase speed / Reduce journey time
3. Improve Station Connectivity / Feeder Bus etc. 4. Increase no of coaches / capacity of trains
5. Improve Comfort / Cleanliness / Station facilities 6. Provide facility for parking at stations
5. How much would you be willing to pay for reduction in your travel time?
Willing to Pay (Over present cost) 0% 10% 25% 50% 100% 200%
Trave Time Saving (minutes)
5
10
15
20
25
30
35
40
45
6. What is total monthly household income (Rs / month)
A. Upto 2,500 D. 8,001-12,000 G. 35,001-50,000
B. 2,501-5,000 E. 12,001-20,000 H. 50,001-100,000
C. 5,001-8,000 F. 20,001-35,000 I. Above 100,000
23

Inception Report
Public Transport (Bus): On-Board Survey
Route No.____________ Day:__________
Direction: From:____________________ To:________________ Date:_________
Bus Type: 6. Mini Bus 7. APSRTC Bus 8. Other Bus
Gate: Front Gate / Rear Gate / The only Gate
Type of Arrival Time Departure Time Passenger Count

Sl. No. Name of the Stop
Stop (hh:mm) (hh:mm) Boarding Alighting
Type of Stop: 1. Scheduled Stop, 2. Request Stop, 3. Intersection/Junction
24

Inception Report
Bus Passenger Interview Survey
Name of the enumarator : Date of Survey :
Route of Survey : Name of the person whom interviewing :

Nameof the Bus stand where Boarded : Name of the Bus stand where Alighting :
Origin Destination
Loaction: Location (Village/Taluka): Loaction: Location (Village/Taluka):
Landmark2: District: Landmark2: District:
State: State:
Mode (From Origin To Bus Mode (From Bus Stand /

Stand / Stop) Stop To Destination)
1. Walk 1. Walk 2. Work What is your total travel cost and
Cost in
5. Auto Rickshaw 5. Auto Rickshaw 4. Education
Rs._____________________
6. Seven seater (3W) 6. Seven seater (3W) 5. Shopping
Time in minutes
8. 2 Wheeler 8. 2 Wheeler 6. Health Trip Frequency
10. Car/Jeeps / Van 10. Car/Jeeps / Van 7. Entertainment/Recreation1. ____ Times per day
11. APSRTC Bus 11. APSRTC Bus 8. Social 2. Daily (Up/Dn)
14. Train (MMTS) 14. Train (MMTS)
4. Occassionally
1. Yes 2. No
1. What was your overall experience of Bus travel?
01. Reasonably Good 02. Somewhat Congested but managed
03. Somewhat Congested and poorly managed 04. Very Congested but managed
2. What are the main reasons for using Bus. Rate in order of preference with 1 as highest and 3 as lowest
01. Bus Stand / Stop near to origin 02. Bus Stand / Stop near to Destination
03. Comfort of travel 04. To avoid Pollution and traffic congetion

05. Cheap travel cost / Most Economical 06. No Other Option Available
3. What is the openion on Bus time punchuality
1. Daily late (specify minutes) 2. Rarely late (specify minutes)

3. Always on time
4. What are the suggetion for improving Bus service. Rate in order of preference with 1 as highest and 3 as lowest
1. Increase frequency / Reduce waiting time at Bus Stand / Stop 2. Increase speed / Reduce journey time
3. Improve Bus Stand / Stop Connectivity / Feeder Bus etc. 4. Increase no of bus stops on the route
5. Improve Comfort / Cleanliness / Bus Stand / Stop facilities 6. Provide facility for parking at Bus Stand / Stops
5
10
15
20
25
30
35
40
45
A. Upto 2,500 D. 8,001-12,000 G. 35,001-50,000
B. 2,501-5,000 E. 12,001-20,000 H. 50,001-100,000
C. 5,001-8,000 F. 20,001-35,000 I. Above 100,000
25

Inception Report
IPT (Auto/Maxi Cab/Taxi): Operator/ Driver Survey
Location:____________________________ Date:_______________
Day:_______________
No. of Hours Number of Trips Expenditure in Rs.

Kilometers No. of
IPT Make/M Routes/Areas Operated (Previous Day) (Previous Day) Revenue in Rs.
Sl.No. Reg. No. Ownership Travelled Breakdowns
Type odel Normally Operate (Previous (Previous Day)
(Previous Day) in Last Month
Day) Trips Passengers Rent Fuel Maintenance
IPT Type: 2. Auto Rickshaw 3. Seven Seater 4. Taxi
Ownership: 1. Self Owned 2. Others (Hired)

26

Inception Report
Interview of Auto/Maxi Cab/Taxi Passenger
Name of the enumarator : Date of survey :
Location of survey :
Mode of user being Surveyed: 4. Taxi 5. Auto 6. Maxi Cab (7 Seater)
Location where Boarded : Location where Alighting :
Origin Destination

Loaction: Loaction:
District: District:
State: State:
Mode (From Origin To Mode (From Alighting

Boarding Point) Point To Destination)
What is your total travel cost and
1. Walk 1. Walk 2. Work
Cost in
6. Seven seater (3W) 6. Seven seater (3W) 4. Education Rs.___________________
8. 2 Wheeler 8. 2 Wheeler 5. Shopping Time in minutes

______________
10. Car/Jeeps / Van 10. Car/Jeeps / Van 6. Health Trip Frequency
1. ____ Times per day
11. APSRTC Bus 11. APSRTC Bus 7. Entertainment/Recreation
2. Daily (Up/Dn)
14. Train (MMTS) 14. Train (MMTS) 8. Social
4. Occassionally
17. No mode (reached destination)
1. Yes 2. No
1. What was your overall experience of (Auto/Maxi Cab/Taxi) travel? Rate as 1. Very Good, 2. Good, 3. Average, 4. Poor, 5. V Poor
01. Cost (cheap is good , expensive is poor) 02. Speed (fast is good, slow is poor)
04. Access / Availability (Less waiting time easy
03. Riding Comfort
availability is good, more waiting is poor)
05. Safety / Driver Behaviour (Safe driving is good, unsafe is poor)
2. What is the openion on (Auto/Maxi Cab/Taxi) on Metre Charge/ Rate
1. Fixed rate Bargaining / Not by the meter 2. Meter reading seems always higher than normal
3. Accurate meter 4. Demanding extra over meter rate
3. What are the suggetion for improving IPT service. Rate in order of preference with 1 as highest and 3 as lowest
1. Ensure Charging by meter and avoid meter tampering 2. Discourage rash driving
3. Improve Safety and Security of passengers 4. Provide proper IPT stands
5. Improve seating comfort / vehicle condition
4. Are you willing to pay more for improved service or facilites?

01. Yes 02. No
A. Upto 2,500 D. 8,001-12,000 G. 35,001-50,000
B. 2,501-5,000 E. 12,001-20,000 H. 50,001-100,000
C. 5,001-8,000 F. 20,001-35,000 I. Above 100,000
27

Inception Report
Opinion Survey for Passenger / Citizens
1. What was your overall experience of road traffic conditions in parts of Hyderabad you have travelled?
01. Reasonably Good 02. Somewhat Congested but well managed
03. Somewhat Congested and poorly managed 04. Very Congested but well managed
2. What you think are the three main traveling / traffic problems experienced by you in Hyderabad? Rate in order of preference with 1 as highest and 3 as
lowest
01. Having to travel long distances 02. Having to travel long hours (travel time)
03. Expensive to travel (High fuel costs etc.) 04. Expensive to travel (Expensive Public Transport)
05. Difficult driving conditions / Haphazard traffic 06. Road Safety / (Fear of ) Accidents
07. Public transport not available where required (Coverage) 08. Public transport not available when required (Schedules)
09. Poor quality Public Transport (Traveling Comfort &
10. Lack of (or Poor) facilities at bus stops / terminals
Convenience)
11. Lack of information (Don't know how or where to travel, 12. Lack of walking space / pedestrian facilities (sidewalks
fares etc) / FOB etc)
13. Lack of space / facilities / poor quality or congested
14. Expensive parking facilites
Parking
3. What are the three main reasons for traffic problems in Hyderabad? Rate in order of preference with 1 as highest and 3 as lowest
01. Haphazard Development / Lack of Planned Development 02. Lack of road space / less width of roads
03. Poor Road Condition 04. Poor traffic Management / Signage
05. Lack of (good) public transport 06. Lack of traffic sense (in public)
07. Too many vehicles 08. Poor / Lack of travel information
4. What are the three main steps that should be taken to improve travel & traffic conditions in Hyderabad? Rate in order of preference with 1 as highest and
3 as lowest.
01. Better Planning / Regulation of Development (What,
02. Road Widening
where, how much)
03. Road Improvements (Riding Quality etc) 04. Improve Management / Safety
05. Improve Public Transport Service 06. Improve Public Transport Facilities (Terminals / Stops)
08. Better Information on roads / traffic conditionds / fare /
07. Traffic Education (in public)
public transport
09. Restriction / Regulation on vehicles (use / purchase) 10. Improve / Provide more Public Parking
5. Are you willing to pay for improved service or facilites?
01. Yes 02. No
6. What is the best way to promote and fund transport / traffic improvements for the city? How? Rate in order of preference with 1 as highest and 3 as
lowest.
01. Increased Municipal Taxes 02. Higher Vehicle Cost / Registration Charges
03. Increase Public Transport Fare 04. Increase fuel cost / fuel surcharge
05. Development Charges (Pay more to build more or in
06. Increase Parking Fees
specific areas)
07. High Compounding Fee / Challan / Penalty for traffic
08. More funding not required. Better manage existing funds.
violations
5
10
15
20
25
30
35
40
45

A. Upto 2,500 D. 8,001-12,000 G. 35,001-50,000
B. 2,501-5,000 E. 12,001-20,000 H. 50,001-100,000
C. 5,001-8,000 F. 20,001-35,000 I. Above 100,000
28

Inception Report
for Hyderabad Metropolitan Area - Establishment Survey
PART 1. Establishment Details Traffic Zone: Establishment serial number:
ESTABLISHMENT LOCATION:
Map Reference: Sheet of
Establishment Name Schedule No.
Building Name / Number Date of Interview: Day Mon
Street Name Interviewer: 1st
Locality / Area Name Supervisor: 2nd

City / Village 3rd
Landm ark 1
Landm ark 2 Interview Status: RefusedPartial Full

PIN Code Establishment Details 1 2 3
Name of Respondent Travel & Logistics Data 1 2 3
Designation of Respondent Premises Details 1 2 3
Contact Tel. No.
1. What is the main Activity the establishment is 2. What is the Ownership Status of 3.
Geographical coverage of Market
engaged in? Tick all those apply. the establishment?
Multi Brand-Multi Product Retail / Private Individual / 01 Local
01 01
Departmental Stores Parnership 02 Regional / State
02 Single Brand / Product Retail 02 Corporate 03 National
Retail
1 03 Vegetable / Fruit / Milk (Mandi) 03 Semi Government 04 International

04 Construction Material / Hardware / 04 PSU
05 Fuels (Petrol / Diesel / LPG) Autonomous Body /
05
06 Others Institution 4. Total number of Employees / Workers
Multi Brand-Multi Product Wholesale / 06 Central Government Employed Average attendence %
07
Departmental Stores 07 State Government
Wholesale
08 Single Brand / Product Wholesale 08 Local Government

2 09 Vegetable / Fruit / Milk (Mandi)
10 Construction Material / Hardware /
11 Fuels (Petrol / Diesel / LPG)
12 Others Part 2. Travel & Logistics Data
13 Education
14 Health / Medical 5. What is the approximate number of clients or customers visiting this
15 Personal / Lifelstyle / Saloon / Gym premises on a monthly basis?
16 Entertainment / Theatre / Multiplex
17 Restaurants / Food Shop / Takeaways 6. What is the approximate number of service providers / vendors /
18 Hotel / Lodge / Guest House associates visiting this premises on a monthly basis? (Other than regular
19 Repair / Maintenance / Workshops workers)
20 Phone / Internet (Telecom)
Utilities & Services (Water, Electricity, 7.
What is the approximate total number of trips made from this premises,
21 Sewage, Solid Waste, Police Station,
per month, for providing services / deliveries to clients or any other
Services
Roads & Civil Works) business purpose?

3 22 Banks / ATM / Financial Services
23 Transport & Logistics
24 Trading / Exports / Imports 8. What is the quantum of material goods Truck
Tonnes
25 Research & Development arriving at this premises on a monthly basis? Loads
26 Administration & Management
Professional/ Consulting/ Advisory/ 9. What is the quantum of material goods /
27 Truck
Intermediatory product shipments etc. going out of this Tonnes
premises on a monthly basis?
Loads
28 IT / ITES
29 Temple / Mosque / Church / Religious
30 Historical / Cultural / Tourist Place
31 Others Part 3. Premises Details
32 Corporate Office 10. Occupancy Status of the premises.
33 Government / Administration Entrire premises occupied by single establishment (Land &
01
Office
34 Municipal Services / Water / Electricity building under single owner / occupier and put to dedicated use)
4
35 Back Office / Operations Support Shared use by multiple establishments (e.g. Malls, Business Parks,
02
36 IT / ITES Office buildings etc.)
37 Others
38 Consumer Goods 11. Total built-up area occupied by the
Manufacturing
Sq m
Automobiles / Mechanical / establishement at present location.
39
Engineering Goods
5
40 Hitech Electronics 12. Total land area and built-up area (floor Land (Sq m) Total Built-up (Sq m)
41 Chemicals / Pharmaceutical area of entire building / complex) of the
42 Others premises.
29

Hyderabad Metropolitan Development Authority Comprehensive Transportation Study Inception Report

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Hyderabad Metropolitan Development Authority Comprehensive Transportation Study Inception Report

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Hyderabad Metropolitan Development Authority

Volume – I: Main Report

LEA Associates South Asia Pvt., Ltd., New Delhi, India

1. PURPOSE OF THIS REPORT ............................................................................................... 1-1

2.1 Study Area

The area to be covered under the study is given in Figure 2-1.

Figure 2-1: Study Area

2.3 Scope of Services

0% 50% 100% 150% 200%

2.3.4 Establishing Consistent Base Line Data

2.3.5 Strategy for Immediate Action Plan

2.3.6 Metro Phase-II Alignments/Routes

2.3.7 Need of a Rigorous Modelling Strategy

2.3.8 Hyderabad Region Freight Traffic Needs

2.3.9 Hyderabad Region Passenger Traffic Needs

The locations of these terminals are shown in Figure 2-4.

Figure 2-4: Location of Road/Rail/ Air Terminal - Regional

2.3.10 Establishing Service Level Benchmarks for Urban Transport

2.4 Approach and Method

HMA COMMERCE/ FREIGHT PORTS

HMA EMPLOYED IN EMPLOYED IN

TRAVEL DEMAND TRAFFIC TRANSPORT VOLUME ACCIDENT RATES/

MODEL SIMPLE RIGOUROUS ACCURATE SUSTAINABLE

GROWTH JOB CORE AREA SPRAWL CONTROLL/

Provide Assessment for…

EVALUATION ENVIRONMENTAL ECONOMIC RATE FINANCIAL RATE

COST EFFECTIVE INVESTMENT IMPLEMENTATION RESOURCE

May Result in Changes to…

Figure 2-5: Overall Approach of the Study

Sl. Number of Tasks/

The conceived Works Schedule, as noted above, comprising of Activity/tasks/sub-tasks is presented

A. Field Investigation and Study Item

ACTIVITY - 1 PROJECT INCEPTION

TASK 1.1 Team Mobilization and Project Initiation

TASK 1.5 Data Collection Methodology and Survey Format

Deliberate and Finalise Commercially available

Scoping of the Work and Identification of

ACTIVITY - 3 ESTABLISH BASELINE DATA

TASK 3.1 Evolve Traffic Zoning System

Sub-Task 3.3.2. Sampling Criteria

Sub-Task 3.3.3. Training for Conducting Survey and Mass Appeal

Sub-Task 3.3.4. Conducting Household Survey

Identify Outer Cordon/ Inner Cordon/ Screen

Develop Survey Programme and Conduct Traffic

TASK 3.6 Design and Supervision Other Primary Surveys

Turning Movement and Inventory Survey at Strategic

Sub-Task 3.6.2 Traffic Surveys at Major Terminals (Road/ Rail/ Air)

Sub-Task 3.6.3 Survey of Floating Population

Sub-Task 3.6.4 MMTS / Sub-urban Railway Passenger Survey

Sub-Task 3.6.5 Bus Passenger/On-Board Survey

Sub-Task 3.6.6 Surveys to Develop Speed – Flow Function

Sub-Task 3.6.7 IPT (Taxi and auto-rickshaw) Survey

Sub-Task 3.6.8 Speed and Delay Survey

Sub-Task 3.6.9 Work Place Survey

Sub-Task 3.6.10 Goods Focal Point Survey

Sub-Task 3.6.11 Parking Survey

Sub-Task 3.6.12 Non-Motorized Traffic Survey

Sub-Task 3.6.13 Opinion Survey

Sub-Task 3.6.14 Commercial Vehicle Survey

Sub-Task 3.6.15 Road Network Inventory Survey

TASK 3.7 Data Collection from other Sources

Coding, Processing, Analysis and Interpretation

Sub-Task 3.8.1: Analysis of Household Survey Data