Comprehensive Mobility Plan Surat 2046

SURAT MUNICIPAL CORPORATION

22nd January, 2018
 Presentation Structure

 Part 1- Trends and Developments affecting Mobility in Surat

 Part 2- Travel behavior of Surtis
 Part 3 : System Performance
 Part 4: Mobility challenges for future
 Part 5: People’s expectations from the Plan
 Part 6: Forecasts
 Part 7: Proposals
 Part 8: Institutional Setup
 Part 9: Project Costing

Page  2
 What is Comprehensive Mobility Plan (CMP) ?

 The Ministry of Urban Development, Government of India formulated the National Urban
Transport Policy in April, 2006
 NUTP envisaged the preparation of Comprehensive Mobility plans.
 CMP is a strategic document which provides the direction for the development of urban
transportation in the city. It cover all elements of urban transport under an integrated
planning process.
 It is a long-term vision for desirable accessibility and mobility pattern for people and
goods in the city to provide, safe, secure, efficient, reliable and seamless connectivity that
supports and enhances economic, social and environmental sustainability.
(Preparing a Comprehensive Mobility Plan(CMP)—A Toolkit, MoUD, 2014)

CMP Surat - 30 years Horizon- 2046

Page  3
Surat CMP- Study Area Delineation

Administrative Boundaries:
SMC comprises of :
326.52 Sq. km area
7 Zones
89 Wards
SUDA comprises of :
985.16 sq km area
121 Villages

18 Urban area with SUDA and

2 outside SUDA
2 INA within SUDA (Sachin and Hazira)
Total Study area 1351 sq km
Comprises of
15 Urban Area
182 Villages
2 INA (Sachin and Hazira)
Page  4
PART I: Trends and Developments affecting Mobility in Surat
Growth in Surat – Spatial and Population

Built up area (sq km): Year 2001 - 2016

Out side
Year SMC Study Area % Growth
SMC

2001 85.8 67.2 153.0

2006 94.8 70.8 165.6 8%
2011 101.7 74.2 175.9 6%
2016 138.5 95.4 233.9 33%
Source: Google Image interpretation
Surat Urban Decadal Incrimental
Population
Agglomeration Growth Rate % Increase

1961
288,026

1971 63.75 204,975

Ahmedabad Urban Agglomeration 493,001
Decadal 1981 85.36 420,805
growth rate 913,806
Year Population % 1991 66.22 605,144
1,518,950
1981 2,550,000
1991 3,310,000 30% 2001 85.09 1,292,514
2,811,464
2001 4,520,000 37% Source: Census of India, Various Years
Page  6 2011 63.3 1,773,903
2011 6,350,000 40% 4,585,367
 Land Use Distribution in Surat

Existing Land Use 2015 Employment Density Distribution 2016

Primary: 7%
Secondary: 37%
Tertiary: 55% Olpad

Kamrej

Katargam

Railway
Adajan
Station

Udhna Kadod
ara

Hazira Pandesar
a

Palsan
Sachin a

Total Employment 29.3 lakh

Source: Development Plan 2035, SUDA Revised 2017 Source: Derived from Activity Survey, 2016
Page  7
PART 2: Travel behavior of Surtis
Data Collection - Primary Surveys

Household (HH) surveys

(15700 HH surveys)
Activity/ Employment surveys
(3000 Non–residential properties within SMC)
Cordon CVC & Road Side Interviews
(8 locations - 22000 (~10%) vehicles have been
interviewed )

Terminal surveys
3 large terminals, 2 small terminals
(4000 passengers interviewed)

Speed and Delay surveys

(Journey Speed on major corridors for PT, 2w,
3w and 4w

Willingness to Shift
2000 samples (Pvt. Vehicle users, 3Wh users)

CVC at screen line locations

(27 locations )

Page  9
 Vehicular Registrations in Surat-1990 to 2017

Vehicle Registrations
3300000
3000000
2700000
2400000
Total Vehicles

2100000
1800000 2W
1500000 3W
1200000
900000 4W
600000 total
300000
0
1980 1985 1990 1995 2000 2005 2010 2015 Sept_2017
Year
(RTO, Surat, 2017).

Vehicles registered per day- 604

• Total Vehicles Registered in Surat till 2017 -29 Lakh 2W 481
• 16.7 Lakh Vehicles added in the last 10 Years.
4W 97
3W 3
Goods 5
If this trend continues the total vehicles will grow by 2.5 times (29 lakh to Bus 1
63 lakh) in 2046
(RTO, Surat, 2016).
Page  10
 Travel Characteristics

 Vehicle Ownership  Trip Rates and Trip Length

Average 296 Vehicles/1000 population CRRI -
CRRI - 1988 CMP 2016
2w Cars 2004
Area Per capita Trip Rate 1.02 1.31 1.6
/1000 population /1000 population
Surat 273 23 Motorised Trip rate 0.6 0.8 0.9
Ahmedabad 215 35 Trip Length
Average Trip Length -
3.54 - 5.01
Including Walk
 Mode Shares Average Trip Length -
5.6 5.6 6.04
CRRI 1988 CRRI 2004 CMP 2016 Excluding Walk
Walk 45% 42% 41%
Bicycle 19% 12% 2%
3Wh 7% 11% 10%
Bus+Rail 6% 2% 1%
2W 21% 28% 36% Average Trip Length- 5.01 km
4Wh 1% 3% 2% Average Trip Length Motorised- 6.04 km
Others 0% 0.30% 9%
Average Trip time: 18 minutes

Source : Household survey, CEPT university 2016 Page  11 Avg. travel time by motorised mode: 13.5 minutes
 Avg. Trip Length of the city(km)

3.0
5.0
7.0
9.0
11.0
13.0
Mumbai-(183 L)
Delhi-(163 L)
Bangalore-(84 L)
Hyderabad-(67 L)
Ahmedabad-(55 L)
Chennai-(46 L, City)
Kolkata-(45 L, City)
Surat-(45 L)
Pune-(31 L)
Jaipur-(30 L)
Lucknow-(28 L)
Kanpur-(27 L)
Nagpur-(24 L)
Indore-(19 L)

Page  12
Bhopal-(18 L)
Visakhapatnam-(17 L)
Patna-(17 L)
Vadodara-(16 L)
Gaziabad-(16.5 L)
Work Trip Lengths – Top 35 Indian Cities

Ludhiana-(16.2 L)
Surat Trip Length: 5.5km

Agra-(15.8 L)
Nashik-(14.8 L)
Faridabad-(14 L)
Meerut-(13 L)
Rajkot-(12.9 L)
Varanasi-(12 L)
Srinagar-(11.8 L)
Total

Aurangabad-(11.7 L)
Dhanbad-(16.2 L)
Amritsar-(11.3 L)
Male

Allahabad-(11.1 L)
Ranchi-(10.7 L)
Gwalior-(10.7 L)
Female

Jabalpur-(10.5 L)
Coimbatore-(10.5 L)
Source: Census 2011 – Travel Diary
PART 3: System Performance

Centre of Excellence (CoE) in Urban Transport, CEPT University

 System Performance – Speed Avg. 2Wh Speed – 30 KMPH
Avg. 3Wh Speed – 25 KMPH
Avg. PT Speed – 20 KMPH

10:00 am to 11:00 pm 07:00 pm to 08:00 pm

Page  14
Travel Speed Comparison
Travel Speed Comparison for 8 cities
30 (Within 10km from Railway Station)

25

20
Speed

15

10

0
9:00 AM 10:00 11:00 12:00 1:00 PM 2:00 PM 3:00 PM 4:00 PM 5:00 PM 6:00 PM 7:00 PM 8:00 PM 9:00 PM
AM AM PM
Time

Ahmedabad Bangalore Chennai Delhi

Hyderabad Jaipur Pune Surat
Page  15
System Performance- Congestion Level in Surat

% of Higher order
VCR Category
Network
>0.9 72 km (14%)

>0.7 64 km (12%)

<0.7 382 km (74%)

Page  16
 System Performance- Accidents
Accidents
Year Minor
Fatal* Serious* Total
Accidents
2011 558 240 425 1223
2012 484 225 437 1146
2013 344 213 414 971
2014 324 246 406 976
Mode 2015 266 251 386 903
Affected Mode
s
2016 NA 273 327 -
Others(JC Accident
Two Three Four Truck and B, Crain, with Street
GSRTC/ Gran Level of Service -3
Pedestrian Bicycle Private d %
Wheeler Wheeler Wheeler Eicher SMC Element/B
Bus Total
Vehicles) reakdown As per Service Level Benchmarks in Urban Transport for Indian
Cities- Round2, Centre of Excellence in Urban Transport, 2016
Two Wheeler 88 6 38 132 11%
Three Wheeler 95 3 24 3 125 11% Affected Modes:
Four Wheeler 90 10 79 7 4 190 16%
Responsible Mode

City Bus 3 1 1 5 0%
Pedestrian: 43%,
Truck and Eicher 90 10 152 17 16 7 3 1 296 25% 2Wh: 40%
Others(JCB, Crain, SMC
43 12 58 2 8 4 3 130 11%
Vehicles)
Accident with Street
72 42 10 5 2 131 11%
Responsible Modes:
Element/Breakdown
GSRTV/Private Bus 19 3 23 3 48 4%
Trucks & Eicher: 25%,
Unknown 82 2016
Source: Police Department, Surat 8 26 3 1 1 121 10% 4Wh : 16 % each
Grand Total 510 53 473 77 39 16 9 0 1 1178 100%
Page  17
% 43% 4% 40% 7% 3% 1% 1% 0% 0% 100%
System Operations and Performance Pollution levels 2016

Emissions PM2.5 (Ton) Nox (Ton) CO (Ton) CO2 (Ton)

Year 2007 0.38 1.14 6.63 256.87
Year 2016 1.36 3.84 26.67 1117.91
* Emissions from Passenger vehicles

30.00 26.67 1200 1117.91

Yr. 2007 Yr. 2007 Yr. 2016
25.00 1000
20.00 800
Tons/ Day

Tons/ Day
15.00 600

10.00 6.63 400 256.87

5.00 3.84 200
0.38 1.36 1.14
0.00 0
PM2.5 (Ton) Nox (Ton) CO (Ton) CO2 (Ton)
Emissions
Emissions

Transportation sectors accounts to about 1177 tonnes of Emissions every day

Per capita Co2 emissions in Surat is 0.42 kg/day
The Co2 emissions have increased by 4.4 times in the last 9 years
Page  18
Level of Service in Urban Transport

Good Poor

LoS ranges
Focus areas
1 2 3 4
Public Transport Facilities ≤14 15-28 29-42 42-56
Financial Sustainability of PT ≤3 4–6 7–9 10-12
Pedestrian Infrastructure Facilities ≤4 5–8 9 – 12 13 - 16
Pedestrian Infrastructure Facilities (For hill Cities) * ≤8 9 – 16 17 – 24 25 – 32
Non-Motorized Transport Facilities ≤3 4–6 7–9 10-12
Application of ITS Facilities ≤5 6 – 10 11 – 15 16 - 20
Road Network Performance ≤7 8 – 14 15 – 21 22 - 28
Parking Management <2 3–4 5–6 7–8
Road Safety ≤3 4–6 7–9 10-12
Environment ≤4 5–8 9-12 13 - 16
Integrated Land Use-Transport System ≤6 7 – 12 13 – 18 19 - 24
Intermediate Public Transport Page  19
≤3 4–6 7–9 10-12
System Operations and Performance- Overall

Page  20
PART 4: What are the mobility challenges for future?

Centre of Excellence (CoE) in Urban Transport, CEPT University

 Future Mobility challenges in Surat

Growth in the next 30 Years- Business as Usual Scenario 2046

Vehicle
Growth
Population 2.1 times
Growth from 29 lakh Passenger
to 63 lakh journeys will
2 times
increase by
60 Lakh to 2.5 times
125 lakh

GHG Average
emissions Speed on the
likely to Mobility Challenges network to
increase in Surat reduce from
29 kmph to
4.5 times 20 kmph

Travel Time
Accidents to to increase
increase by Increase in 4.5 times (13
4.8 times Congestion minutes to
3.5 times 60 minutes)
(14% to 48%
network)
Page  22
PART 5: People’s Expectations from the plan

Centre of Excellence (CoE) in Urban Transport, CEPT University

 Stake holder consultation – Issues and Area of Interest

4.20
3.97
4.00 4.06
4.10
3.90 3.99
3.79 4.00
3.80 3.86
3.70 3.90
3.70 3.79

Avg. Rates
3.58 3.80
3.60
Avg. Rates

3.70
3.50 3.43 3.45
3.37 3.36 3.60
3.40
3.30 3.50
3.20 3.40
3.10 3.30
3.00 3.20
Good Walking Safety on Roads & Seamless Travel Time in
Facilities Reduction in Connectivity in all Surat to remain
accidents Public Transport below 30 minutes
Modes
Expectations

Current Issues

Page  24
Based on responses received from 388 persons
 Vision for Surat 2046 by citizens

Green & Smart

“Efficient, Accessible & Surat Traffic
& Safe moving
Clean city
towards Efficient management
Low Carbon Future”
Pollution
free Public
Transport Road
Land use & Safety
Surat Trans Vision 2030-The
Transportvision is to create a system that minimizes the need
Road Last mile
for travel, provides Integration
Infrastructure choices for modes that are safe, sustainable socially,
connectivity
Policy and provide a global image for
economically, financially and environmentally,
& Awareness
the city.’S
International Affordable
Air Parking public
connectivity space transport
Page  25
Vision for Surat 2046 by citizens

Green & Smart & Traffic

Clean cityEfficient management
Pollution
free Public
Transport Road
Land use & Safety

Road
Transport
Last mile
Infrastructure Integration connectivity
Policy
& Awareness
International Affordable
Air Parking public
connectivity space transport
Page  26
PART 6: Forecasts

Centre of Excellence (CoE) in Urban Transport, CEPT University

Population and Employment Projections

Year Population CAGR Employment CAGR

2011 50,81,856 - - -

2016 59,29,821 3.13% 29,28,559 -

2021 73,00,000 3.69% 36,06,200 4.25%

2026 85,50,000 3.53% 42,32,250 3.75%

2031 98,00,000 3.34% 48,60,800 3.44%

2036 110,00,000 3.14% 54,69,200 3.17%

2041 118,50,000 2.86% 59,10,780 2.85%

2046 125,00,000 2.60% 62,50,000 2.56%
• Year 2011 - Census
• Year 2016- Estimated population CEPT
• Year 2036- Projected population DP
• Year 2046- Projection by CEPT
Page  28
Future Development/Proposals in Study Area- SUDA DP 2036
9 identified Growth Centers :
Kadodara
Palsana
Industrial
Sachin
Nodes
Olpad Tena
Hazira
Kathor Kathor
Olpad Residential and
Kamrej DREAM City Commercial Nodes
Ved Kamrej
Tena
Rly station HSR
Adajan
• Multimodal Transit Hub at Surat Railway
station and Vedchha
Hazira Kadodara

Pandesara
• Dream city is being proposed towards the
south of Surat as major activities generated
Dream City area.
Sachin Palsana
GIDC • DFC and High Speed Rail towards East
• Vadodara Mumbai Expressway towards East
• Logistics park near Bhatiya
Page  29 • Proposed Commercial Zone near Kadodara
 Future Area Requirement
DP SUDA Proposed Area: 681 sq.km CMP 2046 -Proposed Area:832 sq.km

Built up Gross Built up Built up Gross Built up Density

Boundary AREA (Sq.km.) Population Boundary AREA (Sq.km.) Population
(Sq.km.) Density(PPH) Density (PPH) (Sq.km.) Density(PPH) (PPH)

326 251 97,50,000 299 388 SMC 326 262 79,93,695 245 305
SMC
Study Area 1351 681 110,00,000 81 162 Study Area 1351 832 125,00,000 93 150
Page  30
PART 7: Proposals
Road Network Development

Centre of Excellence (CoE) in Urban Transport, CEPT University

 Legend
Future Road Network - Pattern and Completeness
Development Plan (2036) CMP (2046)

Ring radial pattern Ring radial pattern

Page  32
Second level of road network missing Complete road network
 Legend
Issues Work out – Pattern and Completeness
Development Plan (2036) CMP (2046)
Four links Road proposed with
emerging from the clear junctions
one junction - and straight
60m & 90m RoW Missing network connectivity Completed the
connectivity to missing links
major roads

Critical junction:
Merging of 5
arms with
variation in Road Junctions with 4
widths i.e. arms, road
60m,120m,90m & widths of 60m
45m

Long Bridge Road proposed

on peripheral to
avoid long
distance bridge

Ring radial pattern Ring radial pattern

Page  33
Second level of road network missing Complete road network
Road Network Development Process– Existing (2017)

Total Road network length:

5773 km

Area Existing

SMC 3859

SUDA 1411

Rest 503

Total 5773

Built up 228
(sq km)
Road 4.3
density
(Km/sqk
m)
Page  34
Road density = Total road network / study area
Road Network Development Process– Development Plan (2035)

273km New links added wrt to

exiting road network

Total Road network length:

6043 km
Area Existing DP
2036

SMC 3859 3905

SUDA 1411 1621

Rest 503 517

Total 5773 6043

Built up 228 680

(sq km)
Road 4.3 4.5
density
(Km/sqk
m)
Page  35
Road density = Total road network / study area
Road Network Development Process

With respect to DP road network

proposal
172km network Adopted in CMP
9.3 km network Modified in CMP
79 km network Removed in CMP
Area Existing DP
2036

Legend SMC 3859 3905

SUDA 1411 1621

Rest 503 517

Total 5773 6043

Built up 228 680

(sq km)
Road 4.3 4.5
density
(Km/sqk
m)
Page  36
Road density = Total road network / study area
Road Network Development Process– Comprehensive Mobility Plan (2046)

361km New links added wrt to DP

road network

Total Road network length:

6306 km
Area Existing DP CMP
2036 2046

Legend SMC 3859 3905 3944

SUDA 1411 1621 1788

Rest 503 517 574

Total 5773 6043 6306

Built up 228 680 832

(sq km)
Road 4.3 4.5 4.7
density
(Km/sqk
m)
Page  37
Road density = Total road network / study area
 Future Road Network – Improving Hierarchy
Development Plan (2036) CMP (2046)

Page  38
 Proposed Typical Cross Sections for Surat
CL

0.25 0.25
1.25 5.5 2.25 2.25 2.75 11 9.5 11 2.75 2.25 2.25 5.5 1.25
60
Median with
P/U SL UC PP CT CW Transit Ready Zone CW CT PP UC SL P/U

60m ROW with MRTS

60 m ROW with Transit Ready Zone

45m ROW with Transit Ready Zone

Page  39
 Road Network along DFC
DP (2035) CMP (2046)
Total Underpasses: 16 Total Underpasses: 16
(Major: 6 and Others: 10) (Major: 9 and Others: 7)

0.6
0.6

Avg. Distance between: Avg. Distance between:

Underpasses: 0.6 km Underpasses: 0.6 km
Rings: 2.25 km Rings: 2.25 km
Major Radials: 3.25 km Major Radials: 3.25 km

Length of DFC 3.25

2.25
3.25 2.25
corridor in the
impact area
13.5 Km

Page  40
 Road Network along DFC - Proposed Cross sections of Underpass

CMP (2046)

Total Underpass: 16
(Major: 9 and
Other: 7)

Typical Cross Section for 24/36m

Typical Cross Section for 60/45m with BRT in center

Page  41 Typical Cross Section for 60/45m with MRT in center

Proposed Bridges & Flyover - CMP

Area Existing UC DP 2036 CMP 2046

River 11 2 7 7
Bridges

Flyover 28 4 1 1

RoB & RuB 20 5 25 37

Total 59 11 33 45

Total 115 Bridges & Flyover

20 River Bridges
33 Flyovers
62 RoB and RuB

Page  42
Scenario Specification

Scenarios Specification Mode Share

Do Nothing
• Land Use based on Surat DP PT: 22.5%
Scenario 1: Base
• Surat DP road network Pvt.: 77.5%
• Future bus network on DP road network
Business As Usual
• Land Use based on Surat DP PT: 32.5%
Scenario 2: BAU
• Surat DP road network + few modifications Pvt.: 67.5%
• Future bus network and Rapid Transit Corridors on DP roads

Comprehensive Mobility Plan proposal

• Land Use based on consideration of Transit Oriented Development along
PT: 37.5%
Scenario 3: CMP Rapid Transit Corridors
Pvt.: 62.5%
• Modified and upgraded road network proposal
• Future bus network and
PageRTC
 43 on CMP network
 Road Network Evaluation - Traffic Flows
BAU – 2046 (Do minimum) CMP – 2046 (Do something)

4500
1400

1200 Total Passenger Vehicles Km (in Lakhs)

7900
1000 5000
994

Veh. Km (in Lakhs)

800 767
677
11200 656
600 555 5500
411
12000 7000 312 12000
400 391 510 4000
307
12900 264 374
200 304 9400

0 2300
6000 13000 Yr. 2016 Yr. 2021 Yr. 2026 Yr. 2036 Yr. 2046 7800

Scen 1: Base Scen 2: BAU Scen 3: CMP

Traffic volume: PCU / hour/ direction Page  44

 Road Network Evaluation : Model Outputs

% Average
% V/C >.9
Sr. Scenario VKT (full VHT saving travel Total Fatal
Scenario savings (length in
No. Description day) (full day) s in time Accidents Accidents
in VKT km)
VHT (mins)

DP network
1 9,93,82,597 55,10,370 57.5 465 (57%) 3825 861
Base - 2046 (Bus + BRT)

DP network
BAU - 2046
2 (Bus + BRT + Metro + 7,66,90,758 22% 32,43,250 41% 39.4 375 (46%) 2888 650
(Do minimum)
Rapid Transit Corridors)

CMP network
CMP - 2046
3 (Bus + BRT + Metro + 6,56,29,842 34% 2,405,178 56% 31.7 155 (14%) 2270 511
(Do something)
Rapid Transit Corridors)

Page  45
PART 7: Proposals
Public Transport Proposals

Centre of Excellence (CoE) in Urban Transport, CEPT University

 Regional Transport in Surat – GSRTC

GSRTC operates 3439 trips per day

Towards
457 Total No. of Buses
Ahmedabad
Direction Destinati
Origin Via
on in Total
from Surat Surat
11 Surat
Towards Olpad Towards
172 285 0 457
Ahmedabad
Towards
22 0 0 22
timba/dungha/asta
Towards Ukai 46 107 0 153
22 Towards Valsad 9 186 0 195
Towards Hajira 12 0 0 12
Towards
Towards Olpad 1 8 2 11
Timba/Dungha/
Asta Total No. of Buses (%)

Towards Hajira Direction Origin Destina

Via
from tion in Total
Surat
Surat Surat
12 153 Towards Ahmedabad 38% 62% 0% 457
Towards
100% 0% 0% 22
Towards Ukai timba/dungha/asta
Towards Ukai 30% 70% 0% 153
Towards Valsad 5% 95% 0% 195
Decentralisation of GSRTC services in future Towards Hajira 100% 0% 0% 12
195 Towards Olpad 9% 73% 18% 11
To ease the vehicular traffic, through GSRTC routes in Surat city proposed to be diverted through NH
Towards Valsad
Proposed Interchange nodes at Kamrej and Kadodara Page  47 69% of the Buses are via Surat
Public Transport in Surat – Existing + Probable Rapid Transit Corridors

Major Growth
Major Growth &
&
Transport Nodes
Transport Nodes Public transport network (2017)
as per
as per DP2036
DP2036
• BRTS : 105 km
• City bus: 272 km
Total: 330 km

Identification of Probable Rapid

Transit Corridors based on
connectivity to future growth nodes
: network of 230 kms

Page  48
Public Transport in Surat – Existing + Probable Rapid Transit Corridors

Major Growth &

Transport Nodes Public transport network (2017)
as per DP2036
• BRTS : 105 km
• City bus: 272 km
Total: 330 km

Identification of Probable Rapid

Transit Corridors based on
connectivity to future growth nodes
: network of 230 kms

Identification of Probable Transit

Ready streets (>=36m) : network of
655 kms (excluding RTC)
Page  49
Proposed Metro and BRT Corridors – Based on demand analysis

CMP
(Do Something - Bus + BRT + Rapid Transit Corridor) Proposed Metro Corridor
1. Majuragate to Karamala (via Ved): 15.8 km
2. Dream city – Kamrej/Vav (via Sarsana- Exhibition
Centre, Bhatar Char rasta and Sarsana, Majura Gate,
7000
Rly station and Sarthana): 29 km
3. Bhesan – Umbhel (via Adajan, Majura gate, Kamela
18000 Darwaja and Saroli): 26.3 km

14000 Total of about 71 km of Metro network

Proposed BRT Corridor

32000 1. Adajan to Hazira (via Pal): 14 km
2. Jahangirpura to Olpad (via Talad): 11 km
9000 3. Kosad to Sayan (via Gothan): 9 km
4. Punagam to Valthan (via Kosmada): 11 km
12000 5. Unn to Khajod: 6.3 km
6. Dindoli to Bhatiya: 10.2 km
13000 7. Kamrej to Vav: 2.3 km
Rapid Transit Corridor
8. Sherdi to Unn (half ring) (via Kapodara, Saroli,
BRTS Devadh, Saniya Kande): 30 km
Bus Total of about 93.8 km of BRT network

Accessibility to transit
Page  50 in this scenario by avg. 23% w.r.t to BAU scenario
has improved
Proposed PT network

Integration of Network
71 km of metro network

196 km of BRT network

899 Km of Bus network

Integrated fare structure & ticketing

0.33 km / Sq.km Rapid Transit

Network
Comparable to
• London- 0.3
• Tokyo-0.3
• Singapore- 0.2

Page  51
Public Transport - Proposed Interchanges

Level 1 Type of Level of

Type of Interchange
Interchange Interchange
Level 2
• Rail + Regional bus
Level 3 Level 1 + RTC + BRT +city 2
bus

• RTC + BRT +
Regional bus +city
Level 2 bus 20
• RTC + BRT + city
bus

Level 3 • RTC/BRT + City bus 12

Total 34

Regional public transport (GSRTC) at

the major interchanges
E.g. Multimodal Transport Hub at Surat Railway
Station (DP 2035)

Page  52
Public Transport - Interchange concept – Udhana

1. Design Concept 3. Interchange Facilities

 Basic Terminal
Facilities
 Transit Supportive
Facilities
 Additional Facilities
 Primary Catchment
Area

2. Passenger Connectivity 4. Fare Integration

5. Intelligent Transport
Management System
Transit Development Area (TDA) delineation
(ITMS)

Page  53
Proposed Terminals and Depot locations

Type Total

Depots 4

Terminals 9
Proposed Terminal &
26
Depots
Total 39

Page  54
Public Transport Proposal- Waterways
Route 1: Dumas to Causeway Bridge (22 km)

Route2: Causeway Bridge to Kathor (24 km)

Sr No. Ferry Dock Stations Terminals/Interchange

01 Kathor (N) Terminal
02 Sarthana Nature Park Interchange
(Ferry –BRTS -RTC)
03 Uttran Bridge Interchange
(Ferry –BRTS-RTC)
04 Amroli Bridge Interchange
(Ferry –BRTS -RTC)
05 Jahangiripura Interchange
(Ferry –BRTS)
06/06a Causeway Terminal & Interchange
(Ferry-Ferry)
07 Chowk Interchange
(Ferry –BRTS-RTC)
08 Sardar Bridge Interchange
(Ferry –BRTS)
09 Chowpati Interchange
(Ferry –RTC)
10 Umra Interchange
(Ferry –BRTS)
11 ONGC Bridge Interchange
(Ferry –BRTS)
Page  55 12 Dumas Beach Terminal
 Public Transport Proposal- Demand analysis
Transit Flows (2026) Year 2026
Passengers/ hour /direction
Mode Boardings
% Boardings
(peak hour)

Bus 96,862 31.5%

BRT 87,568 28.5%

RTC 120,789 39.3%

Ferry 2,345 0.8%

Total 307,564 100.0%

* Peak hour is 10% of full day

• Demand observed in ferry is not very high in year

2026.
• Further detailed alternative analysis may be
undertaken in future for feasibility assessment.
Page  56
 Green Transportation- Electric mini buses / Mega cabs
a) Last Mile Access for old city from BRTS and HMC
b) Reducing Congestion in old city
c) Reducing Pollution in old city
d) Charging Stations- 4
e) Electric Vehicle interchanges(10)
• Athwa Gate Interchange
• Majura Gate Interchange
• Udhana Darwaza Interchange
• Sahara Darwaza Interchange
• Delhi Gate / Rly Station Interchange
• Katargam Darwaza Interchange
• Adajan Patiya Interchange
• Chowk
• Bhagal
• Gopi talav
Interchanges

Page  57
PART 7: Proposals
Transit Oriented Development

Centre of Excellence (CoE) in Urban Transport, CEPT University

 Implementing TOD requires the following

1. Identify TOD zones as overlay on DP zones to enable implementation

2. Identify incentives to encourage redevelopment and transformation of the existing developed areas
3. Identify regulations (DCRs) to organize future growth and density
4. Identify new connections to connect with public transport and to transform the TOD zone into walkable,
transit oriented areas
5. Improve existing roads to make them “Complete Street”
6. Prepare Comprehensive local area plan for different TOD zones. This would include;
a) Proposal for Improving Connectivity
b) Reducing Block size
c) Incentivizing development to increase density
d) Regulating built form
e) Improving public realm, creating public plazas, open spaces, amenities, etc.

Page  59
 Requirements for TOD zoning and Regulations

Potential improvements in regulations while preparing LAPs for TODA

1. Identify clear area for TOD overly zone on the development plan map
2. Permit higher FSI in TOD zone to encourage mode development and increase ridership
3. Identify Improved street network including new streets and street widening through incentivized
redevelopment
4. Allow mixed use development
5. Mandate regulations such as built to line, arcade, no vehicular entry zone, etc.
6. Remove/reduce ground courage requirements to make efficient use of ground
7. Rationalize parking requirements
8. Allow and encourage affordable housing within TOD

Page  60
 MRT and BRT TOD Zones

MRT TOD BRT TOD MRT + BRT TOD

Total Zones: 14 (avg size – 1.8 sqkm) Total Zones: 31 (avg size – 2 sqkm) Total Zones: 37 (avg size – 2 sqkm)
Total area: 38 sqkm Total area: 66 sqkm Total area: 81 sqkm

Page  61
Existing Proposed
Transit Oriented
Zone

Improving Walkability by
Reducing Block Size
 200m buffer for TOD
and 500m buffer for
walkability
 Plots considered
with 50% and higher
area under TOZ

Page  62
Transit Oriented Zone – Cost of Infrastructure

Drainage
Water Supply Storm Network Proposed Road
Type of TOD LAP Area(Ha) Network Total Cost (Cr)
Amount (Cr) Amount (Cr) Cost (Cr)
Amount (Cr)

MRT 3751 385 320 115 35 856

BRT 6591 989 824 297 1206 3315

MRT and BRT 8051 1208 1006 362 1419 3995

Combined

Page  63
 Value capture

FSI for TOD zones

Zones Base FSI Chargeable FSI Total FSI

Non-Transit Oriented Zones 1.8 0.9 2.7

Transit Oriented Zones (Metro & BRTS) 1.8 2.2 4

Assumptions used to calculate the revenue

 The development under TOD has 85% residential
and 15% Commercial Revenue generation potential through TOD Value capture
 The only 33% plots will avail extra FSI Sr.No Type of TOD Total Revenue Amount
(Cr.)
 The extra FSI rate will be charged based on the
40% of Jantri rate for Residential and Commercial 1 MRT 8000-12,000
 The existing consumed FSI is 1.3 in Surat City 2 BRT 10,000-20,000
 Jantri rates for residential development is taken as
Rs. 7800/- 3 MRT+ BRT Combined 24,000-30,000
 Jantari rate for commercial development is taken
as Rs. 11,000/-
Page  64
PART 7: Proposals
Non Motorised Transportation

Centre of Excellence (CoE) in Urban Transport, CEPT University

NMT Approach for Surat

Footpaths & bicycle

Infrastructure infrastructure added in phases
development

Awareness campaigns
Communication Demonstration projects

Branding Bicycle Sharing

Monitoring Strict regulation and

monitoring mechanisms

Page  66
NMT Infrastructure in Surat

PROPOSALS for NMT in SURAT

FOOTPATHS BICYCLE TRACKS
Providing new footpaths and Widening existing ones on all PT routes
and accident prone area (382 km). Removing encroachments from Providing lane markings for bicycle tracks along all public transit
routes wherever possible 348km
existing footpaths and following strict regulation and monitoring

MAP

Page  67
Walkable streets and public plazas

Anuvrat Dwar to Magdalla Landscape

Page  68
 Public Bicycle Sharing
PBS in Surat
a) S1 – Old City Mobility Revitalization Scheme (Old City)
• Cycles 1050
• Ports: Major – 20 & Minor – 30
• Cost : 785.7 lakhs
b) S2 – Educational Area Scheme (VNSGU – SVNIT – VR Mall)
• Cycles 480
• Ports: Major – 8 & Minor – 16
• Cost : 363.2 lakhs S1
c) IT – Integration and ITS
• Cost : 125 lakhs
S2
Major Ports 30 Capacity
Minor Ports 15 Capacity

Page  69
PART 6: Proposals
Mobility Management

Centre of Excellence (CoE) in Urban Transport, CEPT University


Mobility Management- Parking
Policy Proposals
Source: Draft Parking Policy, SMC, 2017
 Charged Parking based on- Land value, Right of Way, vehicle
type and parking duration, time of parking and Parking
Districts(external, buffer and core)
 Stricter Parking Enforcements
 Reducing Parking Minimums- Current parking standards frozen
for next 5 years & Reduce parking standards near transit
 Providing Proof of Parking – for all new vehicles except 2
Wheelers, core district exempt from proof of Parking- provide
shared parking
 Shared Parking- Off street parking in proximity shall be shared
 Parking permits
 Regulating IPTS Parking- free designated parking for IPTS; near
transit stations in case parked in other area car parking rates to
be applied
 Managing Freight Parking – Regulated loading and unloading
hours
– –External District: 12 am to 7 am
– –Buffer District: 12 am to 6 am
– –Core District: 1 am to 5 am
• No Freight vehicles parking permitted in residential areas
 Promoting NMT– Cycle parking near transit areas
 Increasing Insurance Premiums- Insurance premiums to be linked
Page  71
to parking Violations
 Mobility Management- Parking Charges

On Street Parking - All areas Off Street Parking – Premium Areas

Modes 0 to 3 hours 3 to 6 hours 6 to 9 hours 9 to 12 hours 12 to 24 Hours Modes 0 to 6 hours 6 to 12 hours 12 to 18 hours 18 to 24 hours
3-wheelers 20 25 35 45 60 3-wheelers 20 30 45 65
Cars 25 30 45 60 80 Cars 25 40 60 90
LCV 35 50 70 90 110 LCV 35 60 80 110
HCV 60 100 150 200 250 HCV 75 110 165 250

On Street Parking – Premium Areas Off street Parking - All areas

Modes 0 to 3 hours 3 to 6 hours 6 to 9 hours 9 to 12 hours 12 to 24 Hours Modes 0 to 6 hours 6 to 12 hours 12 to 18 hours 18 to 24 hours
3-wheelers 25 30 45 65 80 3-wheelers 15 25 35 45
Cars 30 40 60 90 110 Cars 20 30 45 60
LCV 40 60 80 110 130 LCV 30 50 70 90
HCV 90 110 165 250 300 HCV 50 100 150 200

On and Off Street Parking - All areas

0 to 3 hours 3 to 6 hours 6 to 9 hours 9 to 12 hours 12 to 24 Hours

2 wheelers 10 15 20 25 40

Page  72
Mobility Management: Accident Management

Total
fatalities
Serious
Sr.No Junctions Fatalities &
Injuries
Serious
Injuries

1 Udhana Tin Rasta 5 9 14

2 Kamela Darwaja 7 2 9
3 Majura Gate 3 6 9
4 Kapodara Patiya Teen Rasta 0 9 9
5 Dabholi Bridge Junction 4 4 8
6 Y Junction 2 5 7
Total 21 35 56
GRAND TOTAL (City year
291 444 735
2015)

 Total Locations Identified- 38

– Most Severe Locations- 6
– Moderately Severe- 20
– Severe Locations- 12

Page  73
Mobility Management: Accident Management

Setting up Speed limits for the city

Junction Improvement
 Directional traffic movements
 Operational signal system
 Visible lane marking , STOP &
Zebra marking
 Specified auto rickshaw stop
(s)
 No parking in 100 meter radius
of junction
Hirabaug junction, Surat

Design Improvements
Road infrastructure improvements:
Channelize, Raised Intersection at junction, Raised
Pedestrian Crossing
Accident Management- through Surat Urban Mobility Academy

The researchers at the academy to work with the traffic police

department is creating and managing a GIS based accident
Page  74
management System.
Mobility Management: Data, Intelligence and
Automation Driven Transport System – Surat 2046

Mobility as a Automated Central

Service – Control BOTS
Uberized replacing human
transit interaction at control
centre

Autonomous Electric
and Electric Personalized
Vehicles Transit Systems

Artificial
Intelligence based Deviceless
Agents for transit Account Linked
planning Ticketing

Page  75
Mobility Management: Data, Intelligence and
Automation Driven Transport System – Surat 2046
Automated Road
Quality Assessment on
Vehicle-to-Vehicle
Transit Vehicles or
communication
Autonomous Electric
network to reduce
Special Vehicles
accidents and traffic
management

Vehicle to GPS based

Infrastructure Electronic Road
Wireless Pricing System –
Communication Open tolling based
network - City on Onboard GPS of
vehicles

In-dash Traffic and

Road Information Data Driven Traffic
System – No need of and Transit Decision
VMS and Other Center
infrastructure on
road
Page  76
PART 7: Freight Proposal

Centre of Excellence (CoE) in Urban Transport, CEPT University

 Freight Demand Pattern
Study Area RSI (E-I & I-E)

RSI & Cordon Surveys Locations – 24 hrs.

External- External- Internal- Internal-
Ankleshwar Ahmedabad Cordon Location Total
External Internal External Internal
/ Bharuch
1. Wada/ Navsari 61 1977 1841 14 3893
2. Palsana 392 2294 2512 341 5539
6. Olpad 5. Pipodara 3. Kadodara 219 4058 3644 4206 12127
4. Delad 38 334 395 10 777
5. Pipodara 14693 4454 3598 452 23197
6. Olpad 55 881 809 9 1754
7. Hazira 18 1424 2226 2792 6460
MP
Total 15476 15422 15025 7823 53747
4. Delad % 29% 29% 28% 15% 100%

Total of 29% of E-E movement, of which

7. Hazira 27% is on NH8.
Bardoli Very high E-E on NH8, may not be a concern
& MP
for current situation, but may create serious
Hazira
issues in future.

Bardoli
, Vyara
Proposal for NH (Express way) and
2. Palsana
Ring Road would resolve the issue of
1. Navsari Mumbai,
Maharastra
E-E movement by providing By-Pass.
Page  78
Centre of Excellence (CoE) in Urban Transport, CEPT University
 Internal – Internal Goods Veh. Movement
Activity Surveys: I-I Goods Movement

Trucks + LCVs • About 3000 properties were surveyed (within

SMC) which consist of 102 types of usages.

• Among them, 30 usages identified which

generates freight vehicular traffic (mostly LCVs).
KatarGam Varacha

Sahara
• Predominantly LCVs used intra-city freight for
Saroli
lesser quantum and highly decentralized.
Udhna

As part of Intra city freight movement,

Pandesara significant truck and LCVs movement observed.
i.e. 8000 Trucks and 2.61 lakhs LCVs.

Total of 24% fatalities caused by HCVs and

Sachin Palsana about 8% caused by LCVs though their
vehicular composition is very less.

Page  79
Light Commercial Vehicles: up to 7.5 ton
Strategic Proposals

Area requirement for relocation textile activities is approx.12 sqkm  DP suggest to shift obnoxious industries
from city center.

 Develop the “Textile Corridor”

• Proximity to NH, ring road by-pass and

DFC container.
• Reduces VKT, improves efficiency.
• Opportunity to develop the logistic
park and consolidation centers.
• Reduces fatalities and emissions

Scenario 1: 30% shift of textile activities–

13% of Vehicle Km savings in urban area
Scenario 2: 50% shift of textile activities –
31% of Vehicle Km savings in urban area
Page  80
 Proposed Policy Interventions

• Time restrictions for freight vehicles (HCVs and MCVs) from 7:00 am to 10:00 pm This will reduce passenger
and goods vehicular conflicts, decrease congestion and accidents in the city.

• Planning of logistic park on proposed Textile Corridor - reduce vehicular trips by bringing textile manufacturing
stages such as weaving, dying, processing, printing, value addition, packaging and consolidation at one place

• Enforcement of vehicle technology in accordance to Bharat Stage (BS) norms - reduce emission levels. Electric
vehicles technology for goods transportation could also be explored.

• ITMS facilities by freight transporters should be initiated for efficient operations and monitoring.

• Regulating on-street parking for goods vehicle and restricting/regulating their parking in residential and
commercial areas to minimise conflicts with passenger vehicles and s.

Page  81
PART 8: Institutional Setup

Centre of Excellence (CoE) in Urban Transport, CEPT University

Institutional framework

Multimodal Affordable Transit Authority

Functions:
• Strategic Policy making and integration of strategies
• Multimodal Integration
• Fare policy
• State level Urban Transport Fund and its distribution

Surat Metro Bus and BRTS Surat road network and streets

To be managed by a Special Purpose Sitilink Ltd of Surat Municipal Surat Municipal Corporation, Surat
Vehicle (SPV) jointly established by the Corporation Urban Development Authority,
Ministry of Housing and Urban Affairs Traffic Police
and State Government

Page  83
PART 9: Project Costing

Centre of Excellence (CoE) in Urban Transport, CEPT University

 Project Costing
Project Cost = Rs 37,875 crore Sources of Revenue
Total amount
Component Length (km)
(Rs in crore)
1. Road Infrastructure 1166 10,061  Value capture
a. Existing Road Upgradation 623 3770
b. Proposed New Roads 542 5093  Environment Improvement Tax ( as part of
c. Proposed Bridges / RUB/ROB 45 (no) 1198 Property tax)
2. Public Transport Infrastructure 22,165
a. Proposed Metro corridor
 Road congestion pricing for future year
71 16,740
b. Proposed BRT corridor 94 1880
c. Interchanges 33 (no.) 4060
 Parking charges
d. Electric transport infrastructure 250  Fare
3. NMT Improvement Cost 434 757
a. Phase 1 -Existing Improvements 207 757  Government grants
b. Phase 2 -Future Improvements (accounted as
a part of road network development) 175 -
4. Cost of TOD infrastructure 81 sq km 3995
a. MRT 38 sq km 856
b. BRT 66 sq km 3315
c. MRT and BRT Combined 81 sq km 3995
5. Mobility Management Measures 13,2.35
a. Surat Urban Mobility Management Academy (
corpus) 25
b. Junction improvement 166 (no.) 19.95
c. Signages 37.4
d . Parking 50
Page  85
Total Project Cost (Rs in Crore) 37,875
What are the priority areas for CMP 2046?
High Medium Low Lowest Don’t
Highest Priority Priority Priority Priority Priority Know
Reduce congestion ☐ ☐ ☐ ☐ ☐ ☐

Reduce travel time ☐ ☐ ☐ ☐ ☐ ☐

Reduce Air Pollution ☐ ☐ ☐ ☐ ☐ ☐

Reduce GHG Emissions ☐ ☐ ☐ ☐ ☐ ☐

Improve transport safety ☐ ☐ ☐ ☐ ☐ ☐

Improve public transport accessibility ☐ ☐ ☐ ☐ ☐ ☐

Improve mobility options for citizens ☐ ☐ ☐ ☐ ☐ ☐

Extend public transport infrastructure ☐ ☐ ☐ ☐ ☐ ☐

Improve public transport Quality ☐ ☐ ☐ ☐ ☐ ☐

Improve walkability ☐ ☐ ☐ ☐ ☐ ☐

Improve cycling infrastructure ☐ ☐ ☐ ☐ ☐ ☐

Manage Parking ☐ ☐ ☐ ☐ ☐ ☐

Manage Freight Vehicles ☐ ☐ ☐ ☐ ☐ ☐

Manage and Improve intermediate Public Transport( Auto Rickshaw) ☐ ☐ ☐ ☐ ☐ ☐

Others Specify ☐ ☐ ☐ ☐ ☐ ☐
Page  86
Other Specify ☐ ☐ ☐ ☐ ☐ ☐
Should Surat create a Urban Transport Fund for financing transport initiatives
Yes No
Rate the mechanisms proposed to finance CMP on its relevance
Very important Important Less unimporta Don’t
important nt Know

Value capture ☐ ☐ ☐ ☐ ☐
Parking Charges ☐ ☐ ☐ ☐ ☐
Environment Improvement Tax ( as part of Property tax) ☐ ☐ ☐ ☐ ☐
Congestion Charging ☐ ☐ ☐ ☐ ☐
Grants from State and Central Government ☐ ☐ ☐ ☐ ☐

Page  87
Please suggest a Vision Statement for Surat CMP

 Surat Trans Vision 2030-The vision is to create a system that minimizes the need for travel, provides choices for modes that are
safe, sustainable socially, economically, financially and environmentally, and provide a global image for the city.’
 Ahmedabad – ‘Integrate city structure and transport system towards greater accessibility, efficient mobility and lower carbon
future
 London: ‘The Mayor’s vision is to create a future London that is not only home to more people, but is a better place for all of those
people to live and work in.’
 New York: ‘a safe, sustainable, equitable, and efficient transportation network: by protecting and maintaining our core assets; by
improving travel choices for underserved communities and all New Yorkers; and by managing our streets and curb space more
effectively with new technologies.’
 Singapore- ‘people-centred land transport system’
 Vancouver- ‘A city with a smart and efficient transportation system that supports a thriving economy while increasing affordability;
healthy citizens who are mobile in a safe, accessible, and vibrant city; and a city that enhances its natural environment to ensure a
healthy future for its citizens and the planet.’ Page  88
What are your overall expectation from the Comprehensive Mobility Plan for Surat 2046?

Page  89
Thank You

Centre of Excellence (CoE) in Urban Transport, CEPT University

Online Questionnaire- Stakeholder Consultation

Page  91
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