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8/12/2019 Draft Final Report - Meerut
1/139
COMPREHENSIVE
MOBILITY
PLAN
MEERUT
DraftFinalReport
February 2012
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Contents
ChapterOne: Introduction.....................................................................................................1
1.1 NeedforComprehensiveMobilityPlan.....................................................................................1
1.2 Scopeofstudy............................................................................................................................3
1.3 Studyarea..................................................................................................................................9
ChapterTwo: Meerutacityofopportunities............................................................10
2.1 Evolutionpast1970.................................................................................................................11
2.2 Economicbase,tradeandcommerce......................................................................................11
2.3 Populationandvehiculargrowth.............................................................................................13
2.4
Existing
land
use
system
..........................................................................................................
14
2.5 Conclusions..............................................................................................................................15
ChapterThree: Trafficandtransportation:characteristicsandissues............................16
3.1 Snapshots today.....................................................................................................................16
3.2 Existingroadnetwork..............................................................................................................17
3.2.1 Roadnetwork:characteristicsandissues.......................................................................17
3.3 Publictransport(PT)andIntermediatepublictransport(IPT)system....................................19
3.4
Roadtraffic
and
traffic
intersections
.......................................................................................
21
3.5 Nonmotorisedtransport.........................................................................................................22
3.6 Parking.....................................................................................................................................22
3.7 Freightmovement...................................................................................................................23
3.8 LevelofService........................................................................................................................24
3.9 Conclusionsandchallengesahead..........................................................................................24
ChapterFour: Traveldemandassessment.................................................................... 27
4.1 TransportModel......................................................................................................................27
4.2 ModelStructure.......................................................................................................................27
4.3 Studyareazoning.....................................................................................................................28
4.4 Networkdevelopment.............................................................................................................28
4.5 Tripgeneration........................................................................................................................31
4.6 Tripdistributionandmodalsplit.............................................................................................31
4.7 Tripassignment........................................................................................................................31
4.8
Baseyear
travel
(2011)
pattern
...............................................................................................
31
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4.9 Modelvalidation......................................................................................................................32
4.10 Traveldemandforecasting..................................................................................................32
ChapterFive: Mobilityplan:visionsandstrategies......................................................34
5.1
Vision........................................................................................................................................
34
5.2 MobilityGoals..........................................................................................................................35
5.3 Objectives................................................................................................................................36
5.4 Mobilitystrategies...................................................................................................................37
5.5 Mobilitycorridorstrategy........................................................................................................38
5.5.1 Missinglinks....................................................................................................................38
5.5.2 Roadwidening.................................................................................................................39
5.6
Landuse
and
transport
strategy
..............................................................................................
39
5.7 Publictransportandintermediatepublictransport(IPT)systemstrategy.............................39
5.7.1 Highcapacitymasstransitsystemstrategy....................................................................40
5.8 Freightmanagementstrategy.................................................................................................42
5.9 Nonmotorisedtransportstrategy...........................................................................................42
5.10 Trafficmanagementstrategy..............................................................................................42
5.10.1 IntersectionRedesign..................................................................................................43
5.10.2 Installationoftrafficcontroldevices..........................................................................43
5.10.3 Trafficsignsandmarkings..........................................................................................43
5.10.4 Parkingmanagement.................................................................................................44
ChapterSix: MobilityPlan......................................................................................... 45
6.1 Mobilitycorridorplan..............................................................................................................45
6.1.1 Missinglinksandroadcapacityaugmentation..............................................................48
6.2 Publictransportplan................................................................................................................55
6.2.1
Public
transport
plan:
Phase
I
(2011
2016)
.....................................................................
56
6.2.2 Publictransportplan:PhaseII(20172022)....................................................................58
6.2.3 Publictransportplan:PhaseIII(20222031)...................................................................60
6.2.4 Busfleetexpansion..........................................................................................................62
6.2.5 Publictransportinfrastructure........................................................................................62
6.2.6 ShiftingofIntercityBusTerminals.................................................................................66
6.2.7 Intermediatepublictransportmanagementplan...........................................................70
6.3 Nonmotorisedtransportplan.................................................................................................73
6.4 Freightmanagementplan........................................................................................................78
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6.4.1 Transshipmentpoints.....................................................................................................78
6.4.2 FreightTerminals(TransportNagar)..............................................................................79
6.4.3 IntegratedFreightComplex.............................................................................................79
6.5 Parkingmanagementplan.......................................................................................................84
6.5.1 Onstreetparking............................................................................................................84
6.5.2 Offstreetparking............................................................................................................85
6.5.3 Parkingpolicyframework...............................................................................................87
6.6 Nallahlinkcorridors.................................................................................................................89
6.7 Trafficengineeringmeasures..................................................................................................90
6.7.1 Trafficintersectionimprovement....................................................................................90
6.7.2 Onewaytrafficschemes.................................................................................................96
6.7.3
Areatraffic
control
systems
............................................................................................
99
6.8 Roadoverbridges...................................................................................................................99
ChapterSeven: Implementationprogramandcosting..................................................102
7.1 Phasingplan...........................................................................................................................102
7.2 Projectprioritisationandcosting...........................................................................................102
7.3 Fundingoptions.....................................................................................................................107
7.4 Alternativesourcesoffunding...............................................................................................108
ChapterEight: Institutionalframework....................................................................... 112
8.1 Introduction...........................................................................................................................112
8.2 Issueswiththepresentinstitutionalsetup...........................................................................114
8.3 Proposedinstitutionalframework.........................................................................................114
8.3.1 UnifiedMetropolitanTransportAuthority(UMTA)......................................................114
8.3.2 CitylevelUnifiedMetropolitanTransportAuthority.....................................................115
8.3.3
Broad
functions
of
city
level
UMTA
...............................................................................
115
8.4 ProposedstructureofUMTA.................................................................................................116
8.5 CompositionofUMTA............................................................................................................117
8.6 LegalbackingofUMTA..........................................................................................................117
8.7 Manpowerrequirementandstaffingplan............................................................................119
8.8 UrbanTransportFund(UTF)..................................................................................................119
8.9 Eligibilitycriteriaandapprovalmechanismfromthefund...................................................121
Chapter
Nine:
Environmental
and
Social
Impact
Assessment
......................................
122
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9.1 Nationallevelpolicyandlegalframework............................................................................122
9.2 Screeningandidentificationofimpacts................................................................................122
9.3 Locationimpacts....................................................................................................................125
9.4 Constructionimpacts.............................................................................................................126
9.5 Operationimpacts.................................................................................................................127
9.6 Socialimpact..........................................................................................................................128
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ListofTables
Table21:ExistinglandusesystemforMeerutcity(2001)....................................................14
Table31: LevelofservicefortrafficandtransportationscenarioforMeerutcity...............24
Table4
1:
Base
year
travel
demand
for
Meerut
city
...............................................................
31
Table42:PopulationandemploymentprojectionsforMeerutcity......................................32
Table43:ComparisonoftravelcharacteristicsforMeerutcityundervariousscenarios.....32
Table44:V/Cratiosforbaseyearand2031under"donothing"scenario...........................33
Table51:Masstransitoptions...............................................................................................41
Table61:ProposalsforcreationofmissinglinksinPhaseI(20112016)..............................48
Table62:ProposalforroadcapacityaugmentationinPhaseI(20112016).........................49
Table63:ProposalsformissinglinksinPhaseII(20172021)................................................51
Table64:ProposalforroadcapacityaugmentationinPhaseII(20172021)........................51
Table65:ProposalsforroadcapacityaugmentationinPhaseIII(20222031).....................52
Table66:PublictransportplanforPhaseI(20112016)........................................................56
Table67:PublictransportplanforPhaseII(20172021).......................................................58
Table68:PublictransportplanforPhaseIII(20222031)......................................................60
69:Busfleetexpansioninvariousphases..............................................................................62
Table610:Publictransportinfrastructureplan.....................................................................62
Table611: Intercitybussterminalsplanforvariousphases................................................66
Table612:Proposedzoneboundariesforregulatingcyclerickshaws..................................71
Table613:NonmotorisedtransportinfrastructureplanforPhaseI(20112016)...............73
Table614:NonmotorisedtransportinfrastructureplanforPhaseII(20172021)..............74
Table615:NonmotorisedtransportinfrastructureplanforPhaseIII(20222031).............74
Table
6
16:
Freight
infrastructure
proposal
for
various
phases
..............................................
80
Table617:Proposedfarestructureslabsforonstreetparking............................................84
Table618: Proposednormsforparkinginresidentialareas.................................................87
Table71:ProjectcostandprioritisationforPhaseI(20112016).......................................103
Table72:ProjectcostandprioritisationforPhaseII(20172021)......................................104
Table73:ProjectcostandprioritisationforPhaseIII(20222031).....................................106
Table74:Totalprojectcostforallthreephases..................................................................107
Table9
1:
Environmental
impacts
of
important
projects
.....................................................
122
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Table92:Socialimpactsofvariousprojects........................................................................128
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ListofFigures
Figure11:Urbantransportproblemsincities,theirnaturalresponsesandtheneedforCMP
....................................................................................................................................................2
Figure1
1:
Methodology
for
CMP
.............................................................................................
8
Figure12:Studyarea................................................................................................................9
Figure21:PositionofMeerutinNCR.....................................................................................10
Figure22:EvolutionofMeerutcitypost1970.......................................................................12
Figure23:PopulationgrowthinMeerutcity.........................................................................13
Figure24:Growthinregisteredvehiclesinthecity...............................................................13
Figure25:ExistinglandusedistributionforMeerutcity(2001)............................................14
Figure 31: Congested stretches of Delhi road, Hapur road and Baghpat road at the
peripheryofcorearea.............................................................................................................16
Figure32:Existingroadnetworkofthestudyarea...............................................................18
Figure33:AbsenceofringroadinMeerutcity......................................................................19
Figure34:Passengeralightingfromacitybusinthemiddleofcarriageway........................20
Figure35:ExitingbusatBhainsalibusdepotcreatingcongestion........................................21
Figure36:EncroachmentcoveringamajorpartoftheOldHapurAddaintersection..........21
Figure37:HeavypedestrianvehicularconflictatBegumpulintersection............................22
Figure38:Percentageofgoodvehiclesintotaltrafficatoutercordonlocationsonvarious
roads........................................................................................................................................23
Figure39:ExistingTransportNagarinMeerutnearHRSChowk...........................................23
Figure41:Fourstagemodelstructure...................................................................................27
Figure42:Studyareatrafficanalysiszones(TAZ)..................................................................29
Figure
4
3:
Transit
network
for
base
year
...............................................................................
30
Figure44:Roadnetworkforbaseyear..................................................................................30
Figure51:MobilitycorridorstrategyforMeerutcity............................................................38
Figure52:LanduseandtransportstrategyforMeerutcity..................................................39
Figure 53: Public transport and intermediate public transport (IPT) system strategy for
Meerutcity...............................................................................................................................40
Figure54: FreightmanagementstrategyforMeerutcity.....................................................42
Figure6
1:
Mobility
Corridors
for
Meerut
city
........................................................................
46
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Figure62:TypicalcrosssectionofamobilitycorridorwithROW40m................................47
Figure63:TypicalcrosssectionofamobilitycorridorwithROW30m................................47
Figure64:MobilityCorridorPlan PhaseI(20112016)........................................................50
Figure6
5:
Mobility
Corridor
Plan
Phase
II
(2017
2022)
......................................................
53
Figure66:Mobilitycorridorplan PhaseIII(20222031)......................................................54
Figure67:PublictransportplanforPhaseI(20112016)......................................................57
Figure68:PublictransportplanforPhaseII(20172021).....................................................59
Figure69:PublictransportplanforPhaseIII(20222031)....................................................61
Figure610:Publictransportinfrastructureplan:PhaseI(20112016)..................................63
Figure611:Publictransportinfrastructureplan:PhaseII(20172021).................................64
Figure6
12:
Public
transport
infrastructure
plan:
Phase
III
(2022
2031)
................................
65
613:Intercitybusterminalplan:PhaseI(20112016)..........................................................67
614:Intercitybusterminalplan:PhaseII(20172021).........................................................68
615:Intercitybusterminalplan:PhaseIII(20222031)........................................................69
Figure616:IPTmanagementplanforPhaseI(20112016)...................................................72
Figure617:Exampleofatgradefootpathwithpaverblock..................................................73
Figure618:NonmotorisedtransportinfrastructureplanforPhaseI(20112016)..............75
Figure619:NonmotorisedtransportinfrastructureplanforPhaseII(20172021).............76
Figure620:NonmotorisedtransportinfrastructureplanforPhaseIII(20222031)............77
Figure621:Freightmanagementplan:PhaseI(20112016).................................................81
Figure622:Freightmanagementplan:PhaseII(20172021)................................................82
Figure623:Freightmanagementplan:PhaseIII(20222031)...............................................83
Figure624:ProposedoffstreetparkingfacilitiesnearGhantaghar......................................86
Figure625: ProposedoffstreetparkingfacilitiesnearBegumpul........................................86
Figure626:ProposedpublictransportandNMTcorridorsonNallahs.................................90
Figure627:TrafficmanagementschemeforBegumpuljunction..........................................97
Figure628:OnewayschemesforBachhaParkjunction.......................................................98
Figure629:RoBPlanforPhaseI(20112016)......................................................................100
Figure630:RoBPlanforPhaseII(20172021).....................................................................101
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WhatisaCMP?
It isa long term strategicdocumentwhichprovides the long termvisionand
objectivestoachievethedesirablemobilitypatternforthecityspopulaceina
sustainablemanner.
ACMPaddressesallthecomponentsofacitysurbantransportsystem:
1.PublicTransport
2.TrafficManagement&Engineering
3.NonMotorisedTransport
4.FreightMovement
5.Parking
Management
6.TravelDemandManagement
ChapterOne: Introduction
1.1 Needfor
Comprehensive
Mobility
Plan
Inherent to the development of cities has been the need and development of transport
systems which are necessary to make the goods and services (produced at a centre)
available to the end user, and in most cases, a wide range of end users. Thus, Mobility
(definedastheabilitytomove)andAccessibility(definedastheeasewithwhichaperson
canaccessaparticularservice)havebecometwocriticalfactorsforthegrowthofanurban
economy. While,theprovisionofagoodtransportsystemservesthe increasingdemands
formobility,
the
existence
of
an
efficient
land
use
and
transport
system
ensures
that
the
city
ismadeaccessibletoitsresidents.
Increased interaction between various land uses, on account of increasing levels of
urbanisation and economic growth, has led to an unprecedented increase in the need for
efficienttransferofpeopleandgoods.Thishasnecessitatedcitiestoplanforasystemthat
enables the interaction between various land uses in an efficient, safe and sustainable
manner.Thus,
there
is
a
need
for
avoiding
piece
meal
measures,
as
shown
in
Figure
1
1,
to
dealwithissuesofmobilityandgoingforaholisticapproachtosolvingmobilityproblemsof
cities.
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Unplanned City ImproperLU&T System
Automobile
Usage
Urbanization
ImproperStreet Layout
HighProductionCosts
CONGESTION
Improper System forFreight and Logistics
Resort to InformalLogistic Systems Increase in
Goods Vehicles
Consum
ers
CityAuthoritiesPollution
Obstruction toRegionalMobility
Region
Urban
Environmen
t In
Tr
Inc
Bypass Roads
High Vehicular
Ownership
Absence of LandUse Controls
Figure11:Urbantransportproblemsincities,theirnaturalresponse
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1.2 Scopeofstudy
The Scope of work for preparation of Comprehensive Mobility Plan for Meerut is given
below:
(i) Defineobjectivesofthemobilityplananddelineatetheplanningareaandhorizon
ofthemobilityplan.
(a)Task1: Delineationoftheplanningareaandtheplanninghorizon
(i) Delineation of planning boundary for mobility plan based on existing
planning and municipal area boundary and discussions with relevant
agencies.
(ii)Defining short, medium and long term planning horizons. The target
durationoftheCMPwouldbe20years,fromthebaseyearwithdefining
shorttermandmidtermtargetyearsrespectively.
(b)Task2: Defineobjectivesofthemobilityplan
Defineobjectivesofpreparationofmobilityplan.Theseobjectiveswouldaimat
addressing
following
aspects:
(i) To develop longterm strategy for the desirable city mobility pattern that
recognizesalltransportmodesandavoidsapiecemeal,reactiveapproachto
arisingproblems.
(ii) Improvement and promotion of public transport, NMVs and Pedestrians as
importanttransportmodes
(iii)
To
promote
integrated
land
use
and
transport
planning
(iv) To develop an urban transport strategy that is in line with the current
NationalUrbanTransportPolicy(NUTP)
(v) To ensure that the most appropriate, sustainable, and costeffective
investmentsaremadeinthetransportsector
(ii)Demandsupply gap analysis of transportation needs and related infrastructure
overthe
planning
horizon.
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(a)Task3:Collectionofsecondaryinformationandprimarydata
(i) UMTC shall compile and update available relevant information from
variouspaststudiescarriedoutintheStudyArea.UMTCshallidentifythe
datagaps
and
additional
data
requirements.
(ii)Data on existing land use and land use plans would be collected and
presented, through a detailed review of existing development plans,
including the Master Plan and/or the City Development Plan (CDP). In
particular, new development areas that will affect transport demand in
theplanningareashouldbeinventoriedandsummarized.
(iii)The
secondary
data
required
for
the
development
of
study
will
be
collected from various sources primarily from the Government/planning
organizationsofthestudyarea.
(iv)The secondary data collected would be used in studying the past and
existinggrowthpattern,landuseplanofthecity&itssuburbs.Thedata
would also be used in projecting future growth patterns, land use
patternsandpossiblegrowthdirections.
(v) Incase,therearedatagapsorthesurveydataismorethan2yearsold,if
considered necessary in consultation with the client, fresh primary
surveys shall be carried out by UMTC. The Primary data would help in
analysis of travel and traffic characteristics of the city along with travel
patternofthecitypopulation.
(b)Task4:Traveldemandmodeling
The purpose of travel demand modeling is to project future travel demand in
order to estimate the likely consequences of several alternatives. The travel
demand forecasts will be carried out for different horizon years. The traffic
forecastwillbe fordifferentmodesand indifferentalternatescenariosandfor
differenttimeslabs.Transportdemandwillbeestimatedforbothpassengersas
wellasgoodstraffic.
(c) Task5:
Infrastructure
demand
supply
gap
analysis
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Based on the information/data collected, and existing and projected travel
demand, requirements of transport related infrastructure needs would be
estimated.Onthebasisofroadandtransport infrastructure inventoryavailable
throughsecondary
data
and
primary
surveys,
a
gap
analysis
of
the
infrastructure
requirementsoverthehorizonyearwouldbeestimated.
(iii)Assessment of existing problems and issues for mobility of people and goods
withinthestudyarea.
(a)Task6:Analysisof existingtraffic/transportsituation
Based on the information/data collected, an analysis of the transport and
traffic
situation
would
be
carried
out,
identifying
urban
transport
characteristicsandissuesforthecity.Theexistingtransportrelatedproblems
andissueswouldbeclassifiedintofollowingheads:
NonMotorizedTransportincludingpedestrianmovement
Publictransportation
Intermediatepublictransport
Personalmotorizedtransport
Roadnetwork
Trafficintersections(bothatgradeandgradeseparated)
Parkingfacilities
Freightmovement
Multimodal
transport
options
including
Ropeway,
Waterway
etc
Trafficsignals,trafficsignage,lanemarking,streetfurniture
Passengerandfreightterminalsincludinglogistichubs
SafetyandOthers
(iv)Developurbanmobilityplan
(a)
Task
7:
Define
mobility
vision
and
goals
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Definea longtermmobilityvisionforthecitythatwoulddefinethedesired
formoflongtermurbantransportsysteminthecity.
(b)Task8:Identifystrategiesandactionplanforachievingthemobilityvision
On the basis of the travel demand model, demandsupply gap analysis and
assessment of the existing traffic and transport situation, strategies and
actionplanwouldbe formulated forachievingthemobilityvisionand goals
setthereof.
(c) Task 9: Identification of projects and policy measures that the city
authoritieswouldneedtoimplementaspartofthemobilityplan
A
set
ofspecific
projects
and
policy
measures
would
be
identified
that
the
cityauthoritieswouldneedtoimplementaspartofthemobilityplan.These
projectsandpolicymeasurescouldbecategorizedintofollowingcategories:
(i) Publictransportimprovementplan
(ii)Roadnetworkdevelopmentplan
(iii)NMTfacilities
(iv)Mobilitymanagementmeasures
(v)Regulatoryandinstitutionalmeasures
(vi)Fiscalmeasures
(d)Task10:Prioritizationofprojects
The proposed projects/measures would be evaluated and prioritized based
on
the
implementation
time
period
and
priority
as
per
the
National
Urban
TransportPolicy.Allthemeasureswouldbeprioritizedintoimmediate,short,
mediumandlongtermmeasuresandblockcostestimatesshallbeprovided.
(v) Implementationprogram
(a)Task11:Stakeholderconsultations
To make the mobility plan a collaborative effort, workshops will be held to
solicit
the
comments
and
concerns
from
the
stakeholders
and
disseminate
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thefindingsofthedraftmobilityplan.Inputfromthestakeholderworkshops
and meetings would provide input to the development of the mobility plan
on various aspects and issues of the transportation system. Public
involvementcan
also
give
guidance
to
the
outcome
of
the
mobility
plan.
Post
workshop the input from the stakeholders would be compiled and all
applicable comments and concerns would be addressed and included. The
mobilityplanwouldbeupdatedaccordingly.
(b)Task12:ImplementationPlan
An implementationprogramme includingpracticalproceduresto implement
the proposed measures, in terms of timeframe, financing options would be
prepared,identifyingkeyagenciesforimplementingtheproposedmeasures.
TheCMPwould identifyanumberofspecificprojectsthatneedtobetaken
up for implementation. Many of these projects can be taken up on a PPP
framework, but some would not be amenable to such an approach and
would need to be developed through funding from the Government. In the
CMP, UMTC would identify those projects that can be taken up on a PPP
format
and
projects
that
will
need
to
be
taken
up
through
Government
funding.
The methodology for the study gives due consideration to, study area
demographic and travel characteristics, project challenges and issues and
concernsofallprojectstakeholders.ThemethodologyforpreparingthisCMP
hasbeenformulatedafterestablishingtheneedforpreparingaCMP(referto
Figure11.
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Figure11:MethodologyforCMP
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1.3 Studyarea
ThestudyareaforpreparingtheComprehensiveMobilityPlanhasbeenchosenasthe
Meerut Development Area as delineated by the Meerut Master Plan for 2021, as
shown
in
Figure
12.
It
has
an
area
of
15590
ha
consisting
of
predominantly
the
MeerutMunicipalAreaandvillagesthatshallurbanizewithtime.Thecityareahada
populationof11.7lakhsin2001.
Figure12:Studyarea
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Meerut continues to be a very
importantcentre intheregiontill
date and is the second largest
urban centre after Delhi in the
NationalCapitalRegion.
ChapterTwo: Meerutacityofopportunities
Meerutoccupiesageometriccentre in itsregionwhichfurtheraccentuates its importance
in the latter. The excellent location and proximity to Delhi, as shown in Figure 21,
connectivityandotherfactorshavemadeMeerutanurbancentresincehistorictimesthat
continues to attract growth. Realising the regional importance of Meerut, NCR Planning
Board had proposed decentralization of administrative offices in Delhi by shifting them to
MeerutintheNCRPlan1991andsubsequentlyNCRPlan2021.Although,thiscouldnotsee
the lightoftheday,theregionalsignificanceof Meerut,whichwastheprinciplerationale
behind the proposal, remains undeniable. Meerut is the biggest centre of smallscale
IndustriesinUttarPradesh.
Figure21:PositionofMeerutinNCR
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Meerut is Uttar Pradeshs biggest centre of smallscale industries with 82% of the
workersbeingemployedinitasagainst11%incottageindustries,6.5%inmediumand
largescaleindustries.
2.1 Evolutionpast1970
Post Independence, the city of Meerut began to grow in all directions. New settlements
sprangupmajorlyalongtheMeerutDelhi,MeerutHapurandMeerutRoorkeecorridors.UP
Housingand
Development
Council
and
Meerut
Development
Authority
started
developing
residentialandindustrialareasinvariousouterpartsofthecity.Withthefinancialsupport
fromtheNCRPlanningBoard,thisprocessgainedpaceandthisledtoinmigrationfromthe
core city area and outer regions to these newly developed area of Meerut city. However,
while the three decades saw a lot of planned development, a lot of uncontrolled and
unplanneddevelopmentalsohappenedsimultaneously.Thethreecorridors,nowthethree
Highways passing through Meerut, remain the major corridors along which settlements
havenaturally
developed.
The
evolution
of
the
city
post
1970
is
shown
in
Figure
2
2.
2.2 Economicbase,tradeandcommerce
TheregionallocationandfertilelandofMeeruthashelpedinthedevelopmentofastrong
economic base in Meerut. Traditionally, gold ornaments, sports apparels, scissors, lighting
andmintingactivities,clothandengineeringgoodshaveformedthecoreoftheeconomic
base of Meerut. These small scale industries are scattered all over the city. Meerut is an
importantcommercial
centre
of
western
UP
that
caters
to
the
needs
of
local
urban
as
well
asregionalpopulationthroughwholesalemarketsoffood,clothing,fruitsandvegetables.
Despite relocation of a lot of wholesale markets from the inner core area to outer ones,
many remain such as Ghantaghar, Valley Bazaar, Sarrafa Market, Budhana Gate, Lala ka
Bazaar, Subhash Bazaar and Khandak. Due to a lack of provision of planned commercial
areas and the dynamics of urban development, commercial areas have mostly developed
onlyalongtheroads.Withincreasingdemandforcommercialactivities,encroachmentson
major roads as well as tendencies of illegal conversion of residential areas to commercial
use are increasing.
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Figure22:EvolutionofMeerutcitypost1970
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2.3 Populationandvehiculargrowth
As explained above in the previous section, the major thrust on development happened
during the period 19711991. As a result of this, Meerut witnessed a decadal population
growthrate
of
44%
and
58%
for
the
periods
1971
1981
and
1981
1991
respectively,
against
amodest26%during19611971,asshowninFigure23.However,duringtheperiod1991
2001,thepopulationgrowthwitnessedadeclineandwasat37%,onlyslightlyhigherthan
thenationalaverageof36%.Thiscanbeattributedtotheriseinsmalltownsinandaround
Meerut city and the increase in housing options spurred by the development of NOIDA,
GreaterNOIDAandGhaziabad.
Thetotalregisteredvehicles inMeerutcitybetweentheperiod20012005havegrownby
33%duringtheperiodof5years;thegrowthinregistered2Wheelershavinggrownby45%
andtheregistered4Wheelershavinggrownby52%,asshown inFigure24.Eventhough
thepercapitaprivatevehicularownershipremains low(124vehicle/1000population),the
AAGRforprivatevehicularownershipisalmost10%which isquitehighandthuswarrants
theneedforeffectivemeasurestodiscouragecarusageinthelongrun.
0
2
4
6
8
10
12
14
1971 1981 1991 2001
Population(inlakhs)
Figure23:PopulationgrowthinMeerutcity
050000
100000
150000
200000
250000
300000
2001 2002 2003 2004 2005
TotalRegisteredVehicles
RegisteredPrivateVehicles(4W+2W)
Figure24:Growthinregisteredvehiclesinthecity
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2.4 Existinglandusesystem
ThelandusedistributionproposedforMeerutDevelopmentAreaundertheMasterPlanfor
Meerut2001isgivenunderTable21andFigure25.
Table21:ExistinglandusesystemforMeerutcity(2001)
S.
No.LandUse Area(inHa) Percentage
1) Villageresidential 941 7%
2) Existingbuiltup 1178 8%
3) Residential 4662 33%
4) Commercial 368 3%
5) Public&semipublicfacilities 732 5%
6) Offices
303
2%
7) Industries 1292 9%
8) Transport 1374 10%
9) Recreationandopenareas 2358 16%
10) Burialgrounds 45 0.1%
11) Sewage 966 7%
12) Agricultural
TOTAL 14223 100%
Figure25:ExistinglandusedistributionforMeerutcity(2001)
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2.5 Conclusions
Thegeographical locationofMeerutmakes itavery importanturbancentre intheregion,
withtheimportancesettogrowinthecomingdecadeswithhousingdemandlikelytogoup
aftervarious
proposals
for
connecting
Meerut
with
Delhi
in
the
form
of
an
expressway
and
a
Rapid Rail Transit System (RRTS) are implemented on ground. This increase in housing
demandshallsetthetoneforthesprawlofthecity.Thisshallserveasavitalopportunityto
properlydeveloptheouterareasofthecityandallowoutmigrationofthepopulationand
activities from the inner areas. However, this shall require a comprehensive planning for
provisionofurbaninfrastructureandthetransportsystemtoaddresstherelevantconcerns.
Thisreportshallserveasaguidingdocumentforthenecessarystepstobetakeninrespect
ofpromoting
sustainable
forms
of
transport
for
the
city
in
the
future.
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Thedynamicsofurbandevelopmenthasresulted ina lotofmixed landusegetting
developedalongmajorroads,esp.thethreemajorNationalHighwaysandthecore
cityarea(referFigure31).Thishasinevitablyledtoencroachmentsduetoinformal
activitiesandparkingintheseareasresultingintocongestion.Whilefreeingthecore
city of this congestion becomes a priority by its own accord, relieving the major
movementcorridors
from
congestion
becomes
important
also
because
they
cater
to
regionaltrafficaswellatpresent.
Small scale industries contribute largely to the local urban economy and their
spatiallydispersednatureisalsoamajorcauseforproblems intheurbantransport
system.
PerCapitaTripRate:0.9
PersonalizedModeShare:58%
PTModeShare:9%
AverageTripLength(PV):5.9km
AverageTripLength(PT):7.5km
ChapterThree:Traffic and transportation:
characteristicsandissues
3.1 Snapshots- today
Figure31:CongestedstretchesofDelhiroad,Hapurroadand
Baghpatroadattheperipheryofcorearea
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3.2 Existingroadnetwork
AspertheMasterPlanfor2021,thefollowingtypesofroadsarepresentinMeerutcity:
Regional
roads:
These
include
NH
58
(Delhi
Ghaziabad
Meerut
Haridwar
BadrinathManaPass),NH119(MeerutNajibabadPauri),SH14(GarhMeerut
Baghpat Sonipat), SH 18 (Meerut Badaun), and SH 82 (Meerut Sardhana
Karnal).
Majorurbanroads/arterialroads: These include the roadsbetweenGhantaghar
IndiraChowk,HapurAddaChauraha LisarhiGate,ShardaMarg,RailwayMarg,etc.
They cater to the intracity traffic and link various activities within the city.
Commercialareas
abut
these
roads
leading
to
on
street
parking
that
causes
traffic
snarls.
Localand internalroads: Local roads in the inner core areas and newly developed
unplannedareasofMeeruthaveverylesswidth.Theyarealsousedbyalotofslow
movingvehicleswhichaddstothecongestion.
TheexistingroadnetworkisindicatedinFigure32.
3.2.1 Roadnetwork:
characteristics
and
issues
BasedontheresultsofaRoadInventorysurveycarriedoutonallmajorstretchesofroadsin
Meerutcity(foratotalofabout232kms),thefollowingmajorcharacteristicsoftheexisting
roadnetworkcanbededuced:
Aboutonethirdofthetotal(68.55kms)hasdividedcarriageway,whileabout70%of
thestretches(163km)hasundividedcarriageway.
Majorityofroadstretchesinthecityare24lane(69%),whileabout21%roadshave
lessthan2lanes,whileabout10%roadstretcheshaveabout46lanes.
MajorityofroadstretchesinthecityhaveROWlessthan15m(60%),whileonly17
%roadshaveROWmorethan20m.
Footpathisabsentonalmost94%ofroadstretchesinthecity.
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Figure32:Existingroadnetworkofthestudyarea
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Almost18%oftrafficenteringthecityisthroughtraffic.
LessROWandmoreoverencroachmentsoncarriagewaywhichisundividedinmost
partsofthecityleadstoslowspeedsandhigherpossibilityofaccidents.
Absence
of
a
ring
road
connecting
all
the
8
radial
roads
coming
from
outside
and
passing through Meerut city creates bottlenecks in the central area, where the
regionalaswellaslocaltrafficconverges.ThishasbeenshowninFigure33.
3.3 Publictransport(PT)andIntermediatepublictransport(IPT)system
Public Transport system exists in the form of Meerut City Transport Services Ltd.
whichpresentlyhasatotalfleetof119buses(10beinglowfloor,40minibuses,and
remaining69beingordinarybuses)runningon18routesinthecity.
Thefrequencyofbusesinthepeakhourvariesfrom10minto15minutes,whilein
thenonpeakhouritvariesfrom15minto20minutes.
Figure33:AbsenceofringroadinMeerutcity
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The buses are sheltered in a terminalcum
depot at Sohrab Gate which also caters to
intercitybusesgoingtoGarhmukteshwar.
Busqueue
shelters
and
bus
box
markings
on
carriagewayarealmostabsentinthecity,as
a result of which the buses tend to stop
erratically on roads depending on
passengers demand for boardingalighting
(referFigure34).Thishinderssmoothtrafficmovementandalsocreatespotential
foraccidents.
TheSohrab
Gate
terminal
does
not
have
fully
developed
facilities
for
maintenance
of
buses and the facility itself is not fully dedicated to the city bus system. This has
resultedinpoorupkeepofbuseswhichisdetrimentalfortheirlifeinthelongrun.
Cyclerickshaws&sharedautorickshawstogetheraccountforabout31%ofallpeak
hourtripsandformthe lifelineofMeerutscitytransportsystem,especially inthe
innerareas.
Whilethereisnoavailablestatisticsonthenumberofrickshawsandcyclerickshaws
in the city, there appears to be an excess supply of IPT modes, which is non
responsive to demand (which is evident in the form of ubiquitous vacant standing
cycle and autorickshaws) and there is absence of any system for parking and
management for the same. This coupled with haphazard movement of rickshaws
createsproblemsforsmoothmovementoftrafficonthestreets.
Lack of any access control, in the form of local roads opening into service roads
instead
of
the
main
arterial
or
regional
road,
chokes
the
city
network.
2intercitybusterminalcumdepotsarelocatedintheinnercityareawhichcaterto
passengers travelling to Delhi, Garhmukteshwar, Kotdwaar, Roorkee, Baghpat,
Sonepat,HaridwarandDehradun.TheseareBhainsalibusdepotnearBegumpulon
DelhiroadandSohrabgatebusdepotonGarhroad.
The level of passenger amenities and infrastructure in terms of waiting areas,
boardingalighting bays, passenger information system, public conveniences, etc. is
verylow
in
these
two
terminals.
Figure 34: Passenger alighting from a city bus in
themiddleofcarriageway
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Entryandexitofbusesfromthesetwo
terminals happens straight onto the
main arterial road, Delhi road in case
ofBhainsali
bus
depot
(refer
Figure
3
5) and Garh road in case of Sohrab
gate bus depot, creates hindrance to
the movement of other traffic
resultinginbottlenecks.
3.4 Roadtraffic
and
traffic
intersections
Speed and Delay surveys show the average journey
speed inside the core city area to be about 7.2 kmph
while it ishigher intheoutercityareaataround12.8
kmph.
V/C ratios for various stretches of roads show that
congestion is occurring not just due to high traffic
volume but also on account of encroachment due to
informalactivity,suchasamaximumof1.52onDelhi
roadand1.74onHapurroad.Mixedlanduseandhigh
volumeofcyclerickshaws&autorickshawsalongthe
roadsarealsoresponsibleforslowingdownthetraffic
flow.
Traffic intersections at Begumpul, HRS Chowk, Old
Hapur Adda outside the core city and Ghantaghar
inside thecorecity area are facingacritical situationdueto high volumeoftraffic
(e.g.,Begumpulhaving6063PCUs,OldHapurAddahaving11323PCUsduringpeak
hour)impropergeometricsandencroachment(referFigure36).
Figure35:ExitingbusatBhainsalibusdepotcreatingcongestion
Figure36:Encroachmentcoveringamajorpart
oftheOldHapurAddaintersection
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3.5 Non-motorisedtransport
Nonmotorisedtrips(cycleandwalk)accountforalmost66%ofoveralltripswithin
thecity.
Supporting
infrastructure
for
NMT
is
very
negligible: no dedicated or segregated lanes
forbicycle,footpathabsentonalmost95%of
major road stretches and no safe pedestrian
crossing facilities at major intersections such
asBegumpulandOldHapurAdda.
Pedestrianvehicular conflict at intersections
is very high at certain intersections as
indicatedbythePV2value,suchasBegumpul
(5.1)(referFigure37),BachhaPark(4.4)andOldHapurAdda(4.6).
LackofNMT infrastructure inthecity increases levelsofaccidentsandalsohinders
movementofnormalmotorisedtraffic.
3.6 Parking
Thereisheavydemandforparkinginthecorecityarea,especiallyaroundBegumpul,
(on Abu lane, Delhi road & Hapur road), Bachha Park, Ghantaghar and Old Hapur
Addaintersections.
Parking happens almost entirely on the roads, with sufficiently high parking
accumulation in peak hours on certain road stretches such as Begumpul to Ganga
Plaza on Hapur road (139 ECS), Begumpul to Hotel Naveen on Abu lane (113 ECS)
andHotelNaveencrossingtoSt.Josephsschool(116ECS).
Absenceofoffstreetparkingfacilitiesneartheabovementioned locations leadsto
encroachment of the carriageway by onstreet parking, which further adds to the
congestionintheseareas.
Absence of a proper levy of parking fee for onstreet parking (except for few
locationssuchasAbulane)encouragesgrowthindemandforparking.
Figure 37: Heavy pedestrianvehicular conflict at
Begumpulintersection
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3.7 Freightmovement
FreighttrafficO/Ddataatoutercordonlocationsindicatethatalmost19%ofgoods
vehicles are bound for places outside Meerut. In the absence of a complete ring
road,
these
vehicles
have
to
enter
the
city
and
negotiate,
and
in
turn
hinder,
the
localtraffic.
Atotaltrafficofabout30,400goodsvehiclesaregeneratedfromwithinordestined
toplacesinMeerut.Thegeneratedtrafficalongwithbypassingtrafficaccountsfora
similar volume of about 29,500 goods vehicles. Percentage of good vehicles in
overall traffic entering and exiting Meerut is maximum on Roorkee Road, Hapur
Road,BaghpatRoadandDelhiRoadasindicatedinFigure38.
There is an existing freight terminal
(Transport Nagar) near HRS Chowk.
The terminal is vastly unorganised
(refer Figure 39) and the availability
ofnecessary infrastructure isminimal,
in terms of facilities for storage of
perishable and nonperishable goods,
equipment storage and maintenance,
sortingandassemblyofload,demarcationofloadingunloadinghaltingareas,public
convenienceandrefreshmentfacilitiesforoperators,etc.
05
101520253035
%ofgoodsvehiclesintotaltrafficatvariousoutercordonlocations %ofgoodsvehicles
intotaltraffic
Figure38:Percentageofgoodvehiclesintotaltrafficatoutercordonlocationson
variousroads
Figure39:ExistingTransportNagarinMeerutnearHRS
Chowk
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Lackofinfrastructureapart,thelocationofthisfreightterminalattheintersectionof
BaghpatroadandDelhiroadnearHRSChowkresultsinentryofgoodsvehiclesinto
thecitywhichhindersthemovementofothertraffic.
3.8 LevelofService
The existing Level of Service (LOS) of the overall traffic and transportation scenario of
Meeruthasbeencalculatedonthebasisofvariousparameters,asshowninTable31.LOS
isameasureofservice interms ofrankingthehigherthevalueofLOS,the lower isthe
qualityandviceversa.Fromthetable,itisevidentthattheexistinglevelofserviceispoor
foralmostallaspects,especiallyintermsofprovisionofparkingandNMTfacilities.Thecity
scoreswellonthelanduseintegrationaspectonaccountofthefactthattheinnercityarea
accommodates a lot of activities as well as housing within itself and that development in
outerareasisbeinggovernedunderaMasterPlan.
Table31: LevelofservicefortrafficandtransportationscenarioforMeerutcity
OverallLevelofService(LOS)
S.No. Indicators LOS Existing
1. Overallpublictransportfacilitiescitywide 3
2. Overallpedestrian
infrastructure
facilities
4
3. OverallNMTfacilities 4
4. LevelofusageofITSfacilities 4
5. Travelspeedalongmajorcorridors 3
6. Availabilityofparkingspaces 4
7. Roadsafety 4
8. Pollutionlevels 3
9. Landuse
transport
integration
2
10. Financialsustainabilityofpublictransport 3
3.9 Conclusionsandchallengesahead
The following major conclusions can be drawn from the analysis of various aspects of the
existingtrafficandtransportationscenarioforthecity:
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There isan imminentneedtocompletethe innerringroadnetworkforthecityto
allowthroughtraffictobypassthecityaswellaspreventcrisscrossingofintracity
movement through the city centre (Begumpul area). It is equally necessary to
remove
encroachments,
both
temporary
and
permanent
from
the
roads
through
enforcementtoallowbettermovementoftraffic.
Thepublictransportsystem,intheformofcitybussystem,needstobeaugmented
andprovidedadequateprotectionintermsofpatronagefromtheotherIPTmodes
andminibusestoensuretheviabilityofthesystem.
The intercitybusterminalsneedtobeshiftedoutofthecitytorelievethetraffic
loadonroadsintheinnerandcentralareasofthecity.
Thetraffic
intersections
in
the
city
need
to
be
freed
from
encroachment
and
need
to be signalised (or their signals restored where applicable). Various design
interventionsneedtobedonewhereverneeded.
Facilities for safe movement and crossing of pedestrians needs to be provided on
themajorroadsandintersectionsinthecity.
TheparkingsituationintheinnerareasofthecitynearBegumpulandGhantagharis
in a critical situation and is also affecting the overall traffic situation to a major
extent.
There is a need to develop freight terminals outside the city with adequate
infrastructure.
While the present issues are very important to be addressed, its important that the
solutions proposed take into account the future challenges for the city, which can be
summarisedasfollows:
The core area is presently saturated in terms of population, activities and traffic.
With time, the population shall shift to outer areas of the city. It is pertinent to
control the future growth of population in these areas and provide for necessary
meansofaccessibilitytothem.Fore.g.,theDelhiroadbyepasshaswitnessedavery
healthygrowthinresidentialandinstitutionalareasinthepastfewyearsalongside,
in linewiththeprovisionsoftheMasterPlan for2021.However, it isnecessaryto
checkfor
encroachments
along
this
road
stretch
by
such
development
which
over
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time shall become difficult to remove and eventually the road shall assume the
characterofpresentinnerroadsofthecitywiththebuildingfaadeextendingupto
thecarriageway.
Growthof
work
centres
in
areas
such
as
Daurala,
as
proposed
in
the
Master
Plan
for
2021,needstobeadequatelysupportedbyresidentialgrowthintheadjoiningareas
which otherwise shall establish a system of crosscommuting from other areas to
thoseworkcentres.
While the Delhi road byepass partly caters to the bypassing traffic of the city, its
utility shall increase once the entire ring road is complete. However, a few years
afterthattheloadonthisparticularstretchoftheinnerringroadshallincreaseand
withanticipated
development
(as
per
the
Master
Plan
for
2021)
on
the
western
part
of the city, it will become important to plan and construct an outer ring road,
startingfromtheeasternsidetorelievethetrafficloadontheDelhiroadbyepass.
Transportcorridorsandnodesoftendrivegrowth innewareasandhencetheywill
needtobesuitablylocatedanddevelopedtoincentivisethefuturegrowthofareas
inthewesternpartofthecity.Developmentoftransportandtransitcorridorsand
nodes shall promote growth of other social and physical infrastructure and in turn
promoteoutmigrationofthepopulationfromtheinnerareaswithtime.
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ChapterFour: Traveldemandassessment
4.1 TransportModel
To
appreciate
and
understand
the
base
year
travel
demand
of
the
study
area
and
to
estimatethetraveldemandforthehorizonyear,anurbantransportmodelwasdeveloped
byusingCUBE 5.Basedonthetravel demandmodel,various transportdemandsituation
scenario along with proposed interventions and recommendations have been developed.
Theprocessofdevelopingthetransportmodelisdiscussedinthesubsequentsections.
4.2 ModelStructure
ThemodelisbasedonaconventionalFourStageTransportModelapproach(refertofigure
41).Itincludes:
TripGenerationcalculatingthenumberoforiginsanddestinationsforeachzone
TripDistributionattachingtheoriginsanddestinationsforcompletetrips
ModeChoicedeterminingthemodeforeachtrip(Twowheeler,Car,Auto,Public
Transport)
Assignmentassigningpassengerstotheirrespectivehighwayandtransitnetworks
Figure41:Fourstagemodelstructure
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4.3 Studyareazoning
The study area has been divided into smaller areas called Traffic Analysis Zone (TAZ) for
analysis. Aspertheguidelinesofzoning,thestudyareahasbeendividedinto135internal
zones
and
9
external
zones.
Figure
42
shows
the
details
of
TAZ
with
zone
number.
The
broadbreakupofTAZisgivenbelow:
Meerut MunicipalLimit: 80(MunicipalWards)
Grouped Internal Zones: 54 (clubbing the villages outside the Municipal
limitwithintheDevelopmentarea)
Cantonment: 1
ExternalZones: 9
InternalZones:135
TotalNo.ofZones:144
The zonal parameters such as population, employment are given in Annexure 3. The
requiredzonalparameters(attributes)areattachedtotheTAZmapforanalysis.
4.4 Networkdevelopment
Transportnetworkdevelopedforthemodelcomprisesoffollowingtwocomponents:
Highway Network: The coded highway network for the study area represents the nodes
(intersections) and links between them. Connectivity between the network and zones is
providedthroughcentroidconnectors.Basedonthenetworkinventory,eachlinkhasbeen
assigned attributes such as: number of lanes; divided or undivided carriageway;
encroachments; availability of footpaths etc. Identified road network for the city area is
giveninFigure43.
Transit Network: The transit network shows the transport nodes and stops. The transit
networkisattachedwithtransitrouteinformationsuchasroutelength,origin destination,
headways, capacity etc. Similarly the shared auto transport system network and its
attributesweredovetailedwiththetransitnetwork.Figure44showsthebaseyeartransit
network.
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Figure42:Studyareatrafficanalysiszones(TAZ)
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Figure44:Roadnetworkforbaseyear
Figure43:Transitnetworkforbaseyear
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4.5 Tripgeneration
Theobjectiveofatripgenerationmodelistoforecastthenumberofpersontripsthatwill
begin fromorend ineachTAZ. In the present study, populationandemploymentofeach
zoneare
used
to
predict
the
Production
and
Attraction
trips
from/to
each
zone.
4.6 Tripdistributionandmodalsplit
Trip Distribution and Modal Split phase were carried outjointly using a combined mode
choicecumdoublyconstrainedgravitymodeloftheform.DetailsaregiveninAnnexure2.
4.7 Tripassignment
Traffic assignment is the stage in the transport planning process wherein the trip
interchangesare
allocated
to
different
parts
of
the
network
forming
the
transport
system.
Highway Assignment Userequilibrium multimodal assignment procedure
basedongeneralisedcostwasusedforassignmenthighwaytraffic.
Transit Assignment Stochastic user equilibrium method, a multipath
assignment considering number of transfers, nontransit and invehicle cost,
boardingandtransferpenalties,andfares,etc.hasbeenperformedforTransit
assignment.
4.8 Baseyeartravel(2011)pattern
Thebaseyeartripmatriceshavebeendevelopedusingthedataextractedfromhousehold
surveysandroadsideinterviewsurvey.Thetripmatricesthusderivedwerethencompared
withthepassengertripratesforthestudyarea.Thetrafficcharacteristicsofthestudyarea
is identified in terms of average network speed, average trip length volume to capacity
ratio, vehicle distance travelled, total passenger hours, etc. The results of the travel
demandestimationforbaseyearandtriprateanalysisissummarisedinthetable41.
Table41:BaseyeartraveldemandforMeerutcity
S.No. Mode Trips Percentage
1 TWPassenger 44120 45%
2 CarPassengers 12216 12%
3 AutoPassenger 33065 34%
4
PublicTransit
Passenger
8614
9%
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4.9 Modelvalidation
Baseyearmodewisematricesdevelopedwerethenassignedtothenetwork.Theassigned
volumeonthenetworkwascomparedwiththeobservedvolumeonthescreen line.Since
thevariation
was
low
with
+
15%.
The
model
parameters
are
found
acceptable
for
further
application.
4.10Traveldemandforecasting
Thetraveldemandmodeldeveloped inthisstudy isusedtoestimateorprojectthetravel
demand for the horizon year in 2016, 2021 and 2031 under respective landuse and
transportnetworkscenarios.Theprojectedpopulationandemploymentareshownintable
42.Thesevaluesofpopulationandemploymentwerefurtherusedtoestimatetripsinthe
correspondinghorizonyears.Basedontheestimatedtrips,fivedifferentscenariosoftravel
demandpatternhavebeenassessedforthestudyarea.Table43showsthevarioustravel
demandpatternofMeerutcityfordifferentscenarios.
Table42:PopulationandemploymentprojectionsforMeerutcity
Projections 2011 2016 2021 2031
Population 21,92,151 2707149 3222146 4105178
Employment 9,67,017 1192048 1414784 2084734
Table43:ComparisonoftravelcharacteristicsforMeerutcityundervariousscenarios
Scenario Privatevehicleshare(%) IPTShare(%) PTShare(%)
BaseYear 57 34 9
DoNothing2031 68 30 2
Mobilityplaninterventions2031 52 20 28
Basedontraveldemandmodelprojection, indonothingscenario,thevalueofV/Cratio
shows that most of the major roads in Meerut city will be below the standard level of
serviceby2031(refertotable44)
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Table44:V/Cratiosforbaseyearand2031under"donothing"scenario
Inthesubsequentchapters,thetraveldemandanalysiswasused,dovetailingvariouspolicy
interventionsandstrategiestoarriveattheoptimumsolutionforsustainabletransportation
system.
S.
No.Nameoftheroad V/Cforbaseyear
V/Cin1931underdo
nothingscenario
1 Baghpatroad 1.24 2.81
2 Delhiroad 1.52 3.83
3 Hapurroad 1.74 2.55
4 Badautroad 0.84 1.73
5 JaliKothiroad 1.91 2.29
6 Railwaystationroad 1.14 2.26
7 Sardhanaroad 1.25 2.85
8
RoorkeeRoad
1.61
3.40
9 GarhRoad 1.47 2.74
10 Delhiroadbyepass 0.7 2.71
11 Parikshitgarhroad 1.12 2.24
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ChapterFive: Mobility plan: visions and
strategies
5.1 Vision
TheVisionforMeerutcityisdefinedbelow:
To make easy, affordable and faster
accessibilityabasicelementof thecitys
urbancharacter.
MobilityPlanneedsto
Ensure excellent regional
connectivity of the city while
simultaneously reducing the
unnecessary impact of regional
through traffic on the citys
infrastructure.
Ensure decongestion of the core
cityareaovertime
Ensure efficient connectivity of
futuregrowthareasofthecitywith
the existing parts of the city and
regionallinks.
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5.2 MobilityGoals
In order to ensure that mobility solutions for Meerut are sustainable, the following goals
havebeenformulated:
Goal1:Freeflowingcity
Promotingwalkingandcycling
Promotingpublictransport
Promotinglesscardependentlifestylesthroughnewsolutions.
Providingsuitableparkingpolicy
Goal2:Smarterurbantransport
Betterinformationforbettermobility
Availabilityofuserfriendly,adequateandinteroperablemultimodaltrip
informationforplanningajourney.
Decongestthecoreareasofthecitytoimprovequalityoflife.
Goal3:Accessibleurbantransport
Collectivetransportmeetingcitizensneeds
Innovativesolutionsandappropriateskills
Promotelesscostlycollectivetransportsolutions
Balancedcoordinationoflanduseandanintegratedapproachtourbanmobility
Goal4:
Safe
and
secure
urban
transport
Saferbehaviour
Saferandsecureinfrastructure
Safervehicles
Goal4:SubstantialimprovementinServiceLevelBenchmark
Publictransport
facilities
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Pedestrianinfrastructurefacilities
NonMotorizedTransport(NMT)facilities
LevelofusageofIntelligentTransportSystem(ITS)facilities
Travelspeed
(Motorized
and
Mass
Transit)
along
major
corridors
Availabilityofparkingspaces
Roadsafety
Pollutionlevels
Integratedlandusetransportsystem
Financialsustainabilityofpublictransport
5.3 Objectives
The objective of the CMP is to develop a transportation vision, set goals based on the
defined vision and develop specific actions in the form of short, medium and long term
transportation improvement proposals that will achieve the transportation vision for the
area. Inordertoaddresstheexistingandenvisagedmobilitysituationin2031andtofulfil
thevision
stated
above,
the
objectives
are
given
below:
I. Improve pedestrian facilities in areas of pedestrian concentration and along major
corridorsandensuresafetybysegregatingtheirmovementfromvehicles.
II. Reduction of on street parking and encourage public transport and pedestrian
movementinthecorecityarea.
III. Public transport improvement plan which includes convenient access, integration
with existing IPT System, provision of NMT facilities, creation of infrastructure
facilitiesforbusesandImprovementstobusstops.
IV. Implementtrafficmanagementmeasureslikeonewaysystem,accessrestrictionsfor
heavyvehiclesetc.
V. Restrictonstreetparkingatcriticallocationsinthecityandcreateoffstreetparking
near major activity centres, transit stations/ terminals to meet the growing parking
demand.
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VI. Develop immediate/ short term strategies such as traffic management and
engineering solutions to ease flow of traffic at major congestion points within the
city.
VII. Develop
medium
and
long
term
measures
to
ease
traffic
flow
along
major
roads
withinthecity.
5.4 Mobilitystrategies
Given the existing situation of Meerut
city and the future growth
considerations within the overall
Development
Area,
it
is
important
to
devisemultiprongedstrategiestodeal
with the complexities of issues related
to the current and future traffic and
transport system of the city. These
consistofthefollowingstrategies:
I. Mobilitycorridorstrategy
II. Landuseandtransportstrategy
III. Publictransitstrategy
IV. Freightmanagementstrategy
V. Nonmotorizedtransportstrategy
VI. Traffic engineering and
managementstrategy
All the listed strategies are equally
important and the order of listing does
not imply priority. Each of the broad strategies includes substrategies of immense
importance.Thestrategieswhenimplementedthroughspecificprojectsshallfulfilthegoals
andobjectivesoftheCMP.Thesectionsbelowdiscussthesestrategies.
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By designating certain roads as
Mobility Corridors, the transport
corridors get priority for increasing
thethroughputaswellascongestion
would
then
be
focused
and
appropriate solutions would be
5.5 Mobilitycorridorstrategy
A strategy of mobility corridors has been
devised to deal with the traffic and transport
problems
of
the
city.
These
mobility
corridors
have been identified as the major trunk roads
whichatpresentcarrythebulkofthetraffic in
the city and other roads that have been
identified under the travel demand model to
carry heavy traffic in the future. The mobility corridors are devised so as to maximise
throughput of traffic and trips within the city. Adequate provision of road widths through
necessarywidening andreclamation of carriagewayensuresefficient movementoftraffic.
Focus of public transport and nonmotorised
transport infrastructure on the corridors
further increases the load of trips carried by
theroads.
Given the existing radial pattern of various
regionalroads
cutting
through
the
city,
a
ring
radial pattern of mobility corridors has been
devisedforMeerutasshowninFigure51.This
shall ensure adequate traffic distribution on all road stretches without overloading and
chokinganyparticularcorridor.Themobilitycorridorstrategyconsistsoftwosubstrategies
asgivenbelow:
5.5.1Missing
links
Themobilitycorridorstrategy is intendedtobeachieved inpartthroughthedevelopment
ofmissinglinksinMeerutcityandDevelopmentarea.Thisensuresappropriatedistribution
oftrafficloadonalllinksoftheproposedcorridors.Thecapacitiesofthesemissinglinksare
proposed in accordance with the proposed development pattern and resulting projected
traffic load. The alignment of the missing stretches has been finalised after due
considerationstothetraveldemandmodelprojections,MeerutMasterPlan2021andon
groundverification.
Figure51:MobilitycorridorstrategyforMeerutcity
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5.5.2 Roadwidening
The other part of mobility corridor strategy is to be achieved through reclamation and
wideningofthecarriagewaytoproposedcapacitiesofvariouslinks.Atpresent,theexisting
links
of
major
roads
in
Meerut
are
mostly
4
lane
and
on
account
of
temporary
and
permanent encroachment are reduced to 2/3lane. The encroachment shall have to be
removedandthecarriagewayexpandedwhereverrequired.
5.6 Landuseandtransportstrategy
To deal with the problems of traffic and
transport and future growth of the Meerut
city and Development area, an integrated
land use and transport strategy has been
devised. The proposed growth has been
accommodated in the western part of the
Development area and accordingly the
capacities of mobility corridor links have
been proposed to cater to the future traffic load generating from these zones. Further,
multimodal
transport
hubs
and
freight
terminals
have
been
proposed
outside
the
city
at
suitablelocations(referFigure52)toencourageandsupportgrowthintheadjoiningareas,
reduce futuretrip lengths andbringabout greateruse of publictransport onthemobility
corridors.
5.7 Public transport and intermediate public transport (IPT) system
strategy
The
existing
Public
Transport
system
is
proposed
to
be
improved
through
the
following
sub
strategies:
Restructuringofcitybusroutes
Phasedexpansionofbusfleet
Creation of adequate infrastructure in the form of depot, terminals, bus queue
sheltersandsignage.
Introductionofhighcapacitymasstransitonthemobilitycorridorswith increase in
passengerdemand
Figure52:LanduseandtransportstrategyforMeerutcity
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The intermediatepublictransport(IPT)
system comprising of cyclerickshaws,
shared and private autorickshaws,
whichcurrently
cater
to
a
major
part
of
overall trips in the city have to be
integrated with proposed public
transport system for the city. The
following strategies are proposed in
thisregard:
Restructuring of corridors to allow plying of IPT modes so as to reduce overlap of
routes between them and the city bus system as shown in Figure 53. This shall
ensurethatthe IPTmodesworkasafeedersystemtothePTsystemandboththe
systemsarefinanciallyviable.
CreationofsignagetodemarcatetheIPTstopstoreducethechaosoccurringonthe
streetsduetoerraticstoppagesofIPTmodes.
Creation of adequate spaces for parking of IPT vehicles in the city away from the
trafficjunctions
5.7.1 Highcapacitymasstransitsystemstrategy
Various options for public transport systems, such as BRT/LRT/MonoRail and Metro are
shown in Table 51. These can be implemented on corridors within the existing network
eitheratgradeorgradeseparated,dependingupontherightofway(RoW)available.
Variousparameterssuchasperformingcapacity,geometricconstraints,capital&operating
costs, alternative analysis etc. would determine the mass transit option on a corridor.
Comparisonofdifferenttypesoftransitsystems isgiven inTable51below. Itprovidesa
preliminaryguidanceindecidinguponthetypeofsystemtobeselectedforthecity.
Figure53:Publictransportandintermediatepublictransport(IPT)
systemstrategyforMeerutcity
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Table51:Masstransitoptions
TransitModeCommuter
RailMetro Monorail
LightRail
Transit
BusRapid
Transit
ROWOptions
ExclusiveROW
General
railroad
Mixedtraffic
ExclusiveROW
Grade
separated
Exclusive
ROW
Grade
separated
Exclusive
ROW
Semi
exclusive
Mixedtraffic
lanes
ExclusiveROW
Semiexclusive
Mixedtraffic
lanes
Station
Spacing(Km)3to15 1.5 0.75to1.5 0.75to1.5 0.4to1.5
Vehicles
Locomotive
withsetof
passenger
coaches
Highplatform
carsoperating
inmultiple
car
trainssets
Highplatform
cars
operatingin
multiplecar
trainssets,electric
propulsion
Articulated,
double
articulated
lowfloor,can
operatein
multiplecar
sets,electric
propulsion
Standard,
articulatedor
double
articulated,low
floororhigh
platform,diesel,diesel/hybrid
propulsionor
ETB
Seated
Capacity90185percar 6080percar 3075percar 6585percar
40standard
65articulated
85doubleart.
Average
Speed4070kmph 2555kmph 2540kmph 2550kmph 2540kmph
Passenger
throughput
>40,000
PPHPD
Upto40,000
PPHPD
Upto20,000
PPHPD
Upto20,000
PPHPD
Upto8000
PPHPD
Min.Curve
Radius50m 40m 75m 25m 13m
AppO&M
Costperkm4060Lakh 100200Lakh
4060Lakh
MRL5060Lakh
AppCapital
Costperkm
(2008Rates)
100120
Crores200Crores
80 130
Crores100Crores 15Crores
Implemented
Cities
(International)
Moscow,
Jakarta,
Johannesburg,
BuenosAires
Bangkok,
KualaLampur,
MexicoCity,
Cairo
Tokyo,Kuala
Lampur,
Sydney,
Seattle
Hongkong,
Shanghai,
KualaLampur
Istanbul,Taipei,
Leeds,Bogota,
Curitiba,
Pittsburgh,
Adelaide
Implemented
Cities(India)
Mumbai,
Chennai,
Kolkata,
Hyderabad
Delhi,Kolkata Mumbai
Indore,
Pune,Delhi,
Ahmadabad
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5.8 Freightmanagementstrategy
Freightformsanimportantcomponent
ofMeerut
citys
transport
system
and
hence its effective management is
crucialtothe longtermgrowthofthe
city. To deal with the existing and
future freight movement, the
followingstrategiesareproposed:
Creation of 2 Freight terminals
(Transport Nagar) outside the city periphery and shifting of the existing Transport
Nagartooneofthetwo(asshowninFigure54).
Creation of transshipmentpoints within the city limitstoallow of loadingand un
loadingofgoodsfordistributionthereafterinsidethecity.
Banningofmovementof HCVs (heavy commercial vehicles) in phases inthe city in
variouscorridorsandpartsofthecityduringthedaytime.
5.9 Non-motorised
transport
strategy
ThoughtheNonmotorisedtransport(NMT)tripsinMeerutaresignificant,thefacilitiesare
totallyinadequate.NMTstrategiesfocusonthefollowing:
Providefootpathonentireroadnetworkandcyclelanesonmobilitycorridors
Provideadequatewalkwaywidths.
Establishconnectedwalkingnetworks.
Createbicyclelanes,wherebicyclescompositionishighandonmobilitycorridors.
Integratecyclingwithtransit.
Addresssecurityconcernsofpedestriansandcyclists
5.10Trafficmanagementstrategy
Trafficengineeringandmanagementmustbegivenhighpriority inMeerut.Thestrategies
are intendedto improvethetrafficsituationwithoutextensive investments.Keymeasures
include:
Figure54: FreightmanagementstrategyforMeerutcity
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Intersectionredesign
Trafficcontroldevices
Trafficsignsandmarkings
Parkingmanagement
5.10.1IntersectionRedesign
Road intersectionspresentnotonlysafetyproblemsasaccidentratesareusuallyhigherat
intersectionsthanatothersectionsoftheroad.Butthecapacityandefficiencyoftheroad
network is dictated by the intersections. Significant capacity enhancement could be
achieved by redesigning thejunctions by proper channelization, turning restrictions and
phasing. It is imperative that all intersections need to be optimised and maintained at
optimumthroughputlevels.
5.10.2Installationoftrafficcontroldevices
TrafficSignalshavethefollowingadvantages:
Providefortheorderlymovementoftraffic.
Increasethe
traffic
handling
capacity
of
the
intersection.
Reduce the frequency and severity of certain types of accidents, especially right
anglecollisions.
Used to interrupt heavy traffic at intervals to permit the pedestrians to cross the
road.
5.10.3Trafficsignsandmarkings
Proper signs must be installed at appropriate locations. All the traffic signs should be
facilitated as per the guidelines provided in IRC publication 672001 Code of Practice for
RoadSigns.
One of the key deficiencies observed on Meerut roads are the absence of road markings.
Roadmarkingsarenotonlyaveryimportantsafetydevice,butalsoserveinbeautifyingthe
road.
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Another key element that must be given appropriate importance is street furniture. It
includes streetlamps, street lighting, traffic lights, traffic signs, bus stops, dust bins, taxi
stands,publiclavatoriesandfountainsandmemorials.
5.10.4Parkingmanagement
Oneofthevisibleproblemsthatonebehold