Dehradun CMP - 2021 - MURP - Assignment 1

ANALYSIS OF COMPREHENSIVE
MOBILITY PLAN OF DEHRADUN

METROPOLITIAN REGION
Transportation Planning and Analysis
ANKIT KUMAR 2021muro034| Apurv Patel 2021murp023| Bhagyashree

yadav2021murp021 | Dharmesh Kumar 2021murp014| Hinal Sankesara 2021murp008
Contents
1. Assessment of Dehradun - Rishikesh – Haridwar Metropolitan Area Mobility Scenario ..... 4
1.1. Road Network........................................................................................................................ 5
1.2. Public Transport ................................................................................................................... 5
1.3. Intermediate Transport System ........................................................................................... 7
1.4. Existing Transport and Traffic Characteristics ................................................................. 9
1.5. Road Network Characteristics ........................................................................................... 10
1.5.1. Parking Characteristics .............................................................................................. 11
1.5.2. Speed and Delays on roads ......................................................................................... 12
1.6. Traffic Characteristics........................................................................................................ 13
1.6.1. Accidents & Black spot ............................................................................................... 13
1.7. Observed Key Transport Deficiencies within Metropolitan Area .................................. 17
1.7.1. Mode of Transport ...................................................................................................... 17
1.7.2. Road Network.............................................................................................................. 18
1.7.3. Intersections................................................................................................................. 18
1.7.4. Vehicular Parking Facilities ....................................................................................... 18
1.7.5. Traffic Management System ...................................................................................... 18
2. Reviewing the Integration status of land use and transport within the selected city .............. 19
2.1. Land use and Transport Strategy.......................................................................................... 19
2.2. Land Use Transport Plan ....................................................................................................... 21
2.2.1. Multi Nodal Transit Concept ........................................................................................... 21
2.2.3- Integrated Land Use Transport Development ............................................................... 22
2.3- Service Level Benchmarking .................................................................................................. 30
3. Assessment of the Non-Motorized Transport (NMT) scenario of Metropolitan Area;
Dehradun – Haridwar - Rishikesh - Roorkee ................................................................................... 31
3.1. Non-Motorized Transport (NMT) .......................................................................................... 31
3.1.1. Non-Motorized Transport (NMT) Definition ................................................................. 31
3.1.2. Types of Non-Motorized Transport (NMT) ................................................................... 31
3.1.3. Principles of Non-Motorized Transport (NMT) ............................................................. 31
3.2. Existing scenario of Non-Motorized Transport (NMT) in the study area .......................... 31
3.3. Existing Non-Motorized Transport (NMT) infrastructure facilities in the study area ..... 31
3.4. Existing Service Level Benchmark for the study area.......................................................... 32
3.5. Travel Demand Model for Non-Motorized Transport (NMT) ............................................ 33
3.6. Non-Motorized Transport (NMT) related goal, objectives and Strategies ......................... 33
ANALYSIS OF COMPREHENSIVE MOBILITY PLAN OF DEHRADUN METROPOLITIAN REGION

3.6.1. Goal .................................................................................................................................... 33

3.6.2. Objectives........................................................................................................................... 33
3.6.3. Strategies ............................................................................................................................ 34
3.7. Non-Motorized Transport Plan .............................................................................................. 34
3.7.1. Development of Footpath ........................................................................................... 34
1. Pedestrian Facilities to Access Transit Station................................................................. 36
2. Development of Bicycle Friendly streets ........................................................................... 37
3.8. Implementation for Non – Motorized Transport Plan .................................................... 38
3.9. Outcome ............................................................................................................................... 38
4. Analysis of Regional Transport assessment for the Dehradun ............................................... 39
4.1. Introduction ......................................................................................................................... 39
4.2. Need of the plan................................................................................................................... 39
4.3. Location and Linkages ....................................................................................................... 40
The cities in the Uttarakhand metropolitan study region are in the state's south-west quadrant, partly
on flat land surrounded by the Shivalik Hills of the Himalayas and the Ganga River. .................... 40
4.4. Rail Connectivity ................................................................................................................. 41
4.5. Road Connectivity ............................................................................................................... 42
Uttarakhand has a total of 28,508 kilometres of roadways, with 1,328 kilometres of national
highways and 1,543 kilometres of state highways. Because hills make up over 86 percent of
Uttarakhand's geography, road construction has always been difficult. ........................................... 42
4.6. Air Connectivity .................................................................................................................. 42
4.7. Existing Transport and Traffic Characteristics ............................................................... 43
Data collection is the foundation of any transport planning project and serves as the foundation for
the planning superstructure. We've always treated this issue seriously, and we'll keep doing so in
this study. The data is used to evaluate the existing state of transport and traffic in the research
region, as well as to develop an urban transportation model approach for the area. The exercise's
purpose is to learn about traffic and transit patterns so that city-specific concerns can be identified.
.......................................................................................................................................................... 43
4.7.1. Road Network Characteristics ....................................................................................... 43
4.8. Pedestrian Facilities ............................................................................................................ 44
4.9. Travel demand modelling and forecast ............................................................................. 45
4.10. Population Projection for Uttarakhand Metropolitan Area ....................................... 45
For the city of Dehradun, an incremental rise method is used for population forecast due to its
growth pattern and strong development activity. .............................................................................. 45
4.11. Conclusion ....................................................................................................................... 45
5. Understanding The Economics of Transportation for the same city-Region ............................ 46
5.1 What is Transport economics? ................................................................................................ 46

5.2. Economy................................................................................................................................... 46
5.2.1 Dehradun ............................................................................................................................ 46
5.2.2 Rishikesh ............................................................................................................................. 47
5.2.3 Haridwar ............................................................................................................................. 47
5.2.4 Roorkee ................................................................................................................................ 47
5.3 Financing......................................................................................................................................... 47
5.3.1 Public-Private Partnership.................................................................................................... 48
5.3.2 Government Sources of Funding ......................................................................................... 48
5.3.1 Viability Gap Funding ......................................................................................................... 48
5.3.2 Smart Cities Funding ........................................................................................................... 48
5.3.3 Dedicated Urban Transport Fund at City Level ................................................................... 49
5.3.4 AMRUT funding .................................................................................................................. 49
5.3.5 External Funding Agencies .................................................................................................. 49
5.4 Transport Demand Management (TDM) measures: ................................................................... 49
5.5 Development of Fiscal Measures: ............................................................................................... 49
Public Transport Subsidy: ............................................................................................................. 50
Taxation of Private vehicles:......................................................................................................... 50

List of figures
Figure 1. Land use Transport concept ................................................................................................... 20

Figure 2. Multi nodal transit Concepts Figure 3. Compact City Concept ........... 21
Figure 4. Concept for Transit Oriented Development .......................................................................... 22
Figure 5. Multi nodal concept for Dehradun ......................................................................................... 23
Figure 6. Transit Oriented Development Along Major Corridors ........................................................ 23
Figure 7. Areas to be developed under mixed use development ........................................................... 24
Figure 8. Multi nodal concept and Activity centers near the city core of Haridwar ............................. 25
Figure 9. Mobility Corridor Concepts................................................................................................... 25
Figure 10. Proposed location for Tourist center.................................................................................... 26
Figure 11. Multi nodal concept and Activity centers around the city Rishikesh .................................. 27
Figure 12. Proposed Areas for Mixed Use Development ..................................................................... 27
Figure 13. Proposed Tourism center in Rishikesh ................................................................................ 28
Figure 14. On Street Parking in Dehradun and Haridwar ..................................................................... 29
Figure 15. On Street Parking in Rishikesh and Roorkee ...................................................................... 29
Figure 0.1 Existing footpath facilities in Dehradun ............................................................................... 31
Figure 0.2 Existing footpath facilities in Rishikesh ................................................................................ 32
Figure 0.3 Existing footpath facilities in Haridwar .............................................................................. 32
Figure 0.4 Existing footpath facilities in Roorkee ................................................................................ 32
Figure 20 Proposed pedestrian footpaths in Dehradun ....................................................................... 34
Figure 21 Proposed pedestrian footpaths in Rishikesh ......................................................................... 35
Figure 22 Proposed pedestrian footpaths in Haridwar .......................................................................... 35
Figure 0. Roorkee: ................................................................................................................................ 35
Figure 24 Proposed pedestrian footpaths in Roorkee ........................................................................... 36
Figure 25 Proposed Pedestrian Facilities to Access Transit Station...................................................... 36
Figure 26 Proposed Bicycle Friendly streets in study area ................................................................... 37
Figure 27 Uttarakhand Metropolitan Study Area ................................................................................. 39
Figure 28 Traffic Analysis Zones ............................................................................................................ 39
Figure 29 Uttarakhand State Regional Setting...................................................................................... 40
Figure 30 Road Connectivity of the Region........................................................................................... 42
Figure 31 Air Connectivity of the Study Area ........................................................................................ 42
Figure 32 Road Network Characteristics - Rishikesh ............................................................................ 43
Figure 33 Road Network Characteristics - Dehradun ........................................................................... 43
Figure Road Network Characteristics - Roorkee .................................................................................. 44
Figure Road Network Characteristics - Haridwar ................................................................................. 44
Figure NMT infrastructure in Dehradun .............................................................................................. 44
Figure NMT infrastructure in Rishikesh ............................................................................................... 44
Figure NMT infrastructure in Roorkee .................................................................................................. 44
Figure NMT infrastructure in Haridwar................................................................................................ 44

1. Assessment of Dehradun - Rishikesh – Haridwar Metropolitan

Area Mobility Scenario
1.1. Road Network
National Highways NH72, NH72A, NH 72B, and NH58 are the main roads that
interconnect Dehradun – Rishikesh – Haridwar Metropolitan Area. The inter-city bus facilities
are operated by the Uttarakhand State Road Transport Corporation.
The route connectivity in Dehradun is 463 kilometres long, with 363 kilometres managed by
the Municipal Corporation and 130 kilometres Public Works Department (PWD) handles.
Other important roads include Gandhi Road, Rajpur Road, Eastern Canal Road and Haridwar
Bypass Road, in addition to the National and State Highway. The significant roadways in
Rishikesh are Haridwar Road, that runs through the middle of the city, and Dehradun Road,
which runs upright to Haridwar Road.
The overall length of the existing road network in Haridwar is 246 kilometres, including 214.1
kilometres which is managed by the Municipal Corporation and 31.9 kilometres by the Public
Works Department. In Roorkee, primary roadways connecting the city are Dehradun and
Haridwar Road.
1.2. Public Transport
All the cities other than Dehradun in the study region have notional public Transport where
only minibus facilities are provided. For intra-regional connectivity by bus, RTO has provided
permission for various roads where private providers operate buses. To Interconnect cities,
Uttarakhand Road Transport Corporation operates buses in order to bring connectivity within
the region.
Inter State Bus Terminals in Dehradun, Haridwar, Rishikesh, Roorkee and Mussoorie Bus
Stand are the important bus stations in the study region. All the buses run every 7 minutes
approximately, completing 3 to 4 trips per day on the specified path.

Table 1: Intra City Bus Service in Dehradun

Figure 1: City Bus Routes operational in Dehradun
1.3. Intermediate Transport System
People in the study region rely heavily on the Intermediate Public Transport system
for everyday travel needs, that have been covered by a variety of facilities ranging from sharing
auto rickshaws operating on defined paths to private auto and Electric rickshaws. To meet this
need of people, all the cities in the site area have seven-seater sharing Vikram auto rickshaws,
three-seater auto rickshaws as well as E-rickshaws.

Table 2: Permits to Vikram area wise
Table 3: Permits of Auto Rickshaws area wise
Vikram is a shared service that works as pseudo public transportation in the absence of
systematic public transportation while also being very cost effective for local citizens. These
are usually given permission to go within a 15-kilometer radius of the beginning place. Vikram
usually travels on specific paths. It currently has 3089 permissions, while auto rickshaws have
5605 permits. Vikram's success might be ascribed to its affordable prices (Rs. 4 to 10) and
accessibility.
Table 4: IPT Routes operated in Dehradun

Table 5: IPT Routes operated in Rishikesh, Haridwar
1.4. Existing Transport and Traffic Characteristics
Data gathering is the backbone of any transportation planning process and the basic structure
upon which planning framework relies. We have always taken this issue very seriously,
and continued the same in this study. The information is used to assess the current state of
transportation and traffic in the site area and to create an urban transportation demand model
for the same. The goal of the exercise is to learn about traffic and travel patterns in order to
identify issues related to city.
The study includes the below mentioned surveys which were conducted in order to cater the
current issues and achieve plan objectives:
 Road Network Inventory survey

 Intersection turning volume count surveys
 Traffic Volume Counts
 Origin-Destination Survey
 Parking survey
 Non-motorized Transport surveys
 Speed and Delay surveys
 Household Interview survey
 Establishment Survey

 Public Transport and Intermediate Public Transport Passengers Survey (Intra-city)

 Intercity Passengers Survey
1.5. Road Network Characteristics
The Metropolitan Area's key roadways were surveyed for road inventory. The survey gathered
information such as right of way, carriageway, pedestrian pathways, drains, parking spaces,
and surrounding land use, among other things. The following is the result of a thorough
investigation:
The road connectivity study was conducted out separately for cities in the site area such
as Dehradun, Rishikesh, Haridwar and Roorkee.
28 percent roads in Dehradun are with width ranging in-between 12 to18 metres which is
followed by 10 to 12 metres roads constituting 26 percent of surveyed road.
In Rishikesh, 24 percent roads range between 7 to 10 metres which is followed by 10 to 12

metres and less than 7 metres roads each constituting 21 percent of the examined road.
Figure 2: Road Network Characteristics – Dehradun and Rishikesh
Figure 3: Road Network Characteristics – Haridwar and Roorkee

46 percent roads in Haridwar fall under 12 to18 metre width. Other than this, 18 to 24 metres
roads constituting 21 percent of the total roads that were surveyed.
In Roorkee, 30 percent of the surveyed road’s ROW range in-between 12 to 18 metres,

followed by 10 to 12 metres roads constituting to 21 percent.
1.5.1. Parking Characteristics
On-street parking is commonly observed in almost every city, particularly in notable areas like
as Dehradun's Chakrata and Rajpur roads, Haridwar's Har ki Pauri region, Rishikesh's Gole
Market, and Roorkee's BT Ganj road.
According to the conducted survey, the observations in the study area are:
 Dehradun account 28 percent of road network under street parking whereas Haridwar
accounts only 17 percent under street parking.
 Rishikesh account 24 percent of road network under street parking while Roorkee account
33 percent of road network under street parking.
Figure 4: On Street Parking in Dehradun and Haridwar

Figure 5: On Street Parking in Rishikesh and Roorkee
1.5.2. Speed and Delays on roads
According to the results of a speed and delay survey, the average speed of private vehicles in
the urbanised regions/Cities of the Uttarakhand metropolitan site area is around 19.93 km/hr
during peak hours and 20.63 km/hr during off hours. The average speed measured on roadways
during peak and off-peak hours for cities in the metropolitan region is as follows:
Table 6: Speed and Delay Characteristics in study area

1.6. Traffic Characteristics

Table 7: Mode Share within Metropolitan Area
The study area's per capita travel rate

is 1.18 for all trips and 1.04 for
motorised trips. The table 7 shows the
modal split of trips in the study region:
Work/Job is the most common reason for travel, accounting for 76 percent of all visits in the
cities falling study area. The objective of every city trip is shown in figure 7. According to the
findings, the average travel length inside the study Area is 11.2 kilometres.
Figure 7: Trip Purpose (HH Survey)
1.6.1. Accidents & Black spot
The number of accidents and blackspots determined on the basis of gathered data from
traffic cops are as follows:
Dehradun:
The Table 8 shows the details of Accident happened in Dehradun district over the years.

Table 8: Accidents in Dehradun
In addition, the below figure 8 shows map of Dehradun shows the black patches, which
highlights the areas prone to accidents and are high-risk zones for accidents due to the
location's design defects. The placement of these black spots is determined by the traffic police
department.
Figure 8: Black spots in Dehradun city
Rishikesh:
The table 9 shows the number of accidents happened in 2017-18 in Rishikesh

Table 9: Accidents in Rishikesh
Here the below figure shows the Black spots which are identified by the traffic police of
Rishikesh.
Figure 9: Black Spots in Rishikesh
Haridwar:
The table 10 shows the accidents details over the years from 2006 to 2017 in Haridwar District

Table 20: Accidents in Haridwar

Figure 10: Black Spots in Haridwar
Roorkee:
Figure 11 illustrates the black spots in Roorkee which include Mohanpura's Double Phatak
Overbridge, Malakpur Chungi, and Military Chowk.
Figure 11: Black Spots in Roorkee
1.7. Observed Key Transport Deficiencies within Metropolitan

Area
1.7.1. Mode of Transport
 Due to the lack of structured public transportation, the percentage of private vehicles in the
Metropolitan Area has increased.
 Mixed traffic on all highways across study area slows traffic and causes bottlenecks inside
the cities that comprise the Metropolitan Area.
 Insufficient road capacity, with restricted right of way, particularly in each city's CBD area
of the study region.

1.7.2. Road Network
 The scenario has worsened due to the inadequacy of a full road connectivity with a detailed
road hierarchy, poor use of the municipal road infrastructure, and a lack of regulatory
mechanisms.
 Due to shop keepers and sellers’ encroachment on road, the carriage way congests even
more.
 Lack of walkways is a barrier to pedestrian motion.
 Strategies to restrict and regulate traffic that are ineffectual
 Insufficient parking spaces result in chaotic on-street parking, which causes traffic jams.
 The city's inadequacy in public transportation has led to poor functioning of Intermediate
Public Transport vehicles, which has caused traffic issues.
 Traffic heterogeneity: The slow moving modes such as bullock carts and hand carts, which
are extensively utilised to transport goods in the city, decrease the overall pace of flow of
traffic.
 Road connectivity and safety precautions are insufficient.
 Deteriorating condition of roads in the cities
 In the core zone, freight vehicles are loading and unloading
1.7.3. Intersections
Traffic Jam occurs at peak hours due to deficient junction layout transporting huge volumes of
traffic. Saharanpur chowk, Clock Tower, Prince chowk in Dehradun, Arya Nagar chowk,
Dudhadharu chowk in Haridwar, Natraj Chowk, Dehradun chowk, Triveni Ghat in Rishikesh,
Gulab Nagar junction, Chau Mandi, Lion Statue in Roorkee are jammed and require
modifications to enhance the existing condition.
1.7.4. Vehicular Parking Facilities
 Lack of Parking spaces in the core area of the city

 The vehicles are parked on the street in the CBD and along major arterial routes.
 The lack of off-street parking and the growth in registered vehicles have exacerbated the
situation.
1.7.5. Traffic Management System
 The absence of traffic signals at the majority of key road crossings and junctions, as well
as the failure of signals placed at significant junctions
 At all road crossings, there is no specific pedestrian phase in the signal durations.
 Inadequate traffic police availability at road crossings and junctions
 All road intersections and junctions have inadequate signage.
 A lack of adequate street lighting on the roads

2. Reviewing the Integration status of land use and transport within the selected city
Integrating land-use and transportation integration of Land-use transport is mainly concerned

with the best allocation of facilities and amenities in a city so that they are accessible to all of
its residents while minimising negative environmental consequences and maximising
potential for long-term economic growth and social engagement.
The core idea underpinning the integration of Land-use transport is the fundamental
motivator of urban development accessible. In the context of planning, accessibility refers to
the amount of effort necessary for individuals and businesses to engage in daily life. Based on
the utilisation of active transportation, integrated transportation and land use design may
provide high levels of accessibility.
2.1. Land use and Transport Strategy.
Land use determines the structure and layout of the transportation network. Land use and
network planning must be coordinated. When there is no connectivity, land usage cannot
take place as anticipated. This plan should emphasize accessibility, connection, and
mixed-use projects to reduce automobile journeys and increase TOD, and the long-term
transportation strategy should be defined around the structural form of urban expansion.
The goal of integrated land use and transportation development is to foster balanced
regional growth per regional development goals.
 Encouragement of balanced spatial expansion

 reducing the amount of land required for transportation
 Encouragement of transit-oriented development
 lowering the need for travel
 Encouragement of walkable/cyclable neighborhoods
Further land-use techniques for creating a transit-friendly metropolis are included beneath.
Travel Connections:
This would emphasize direct and easy pedestrian interconnections, walkability blocks, and
integrated street networks with bicycle flow and parking. Densification in neighborhood areas
would improve the efficiency of transport systems.

Figure 1. Land use Transport concept
Building Scale and Orientation:
The transport design anticipates that people would walk a maximum of 12 miles for quality
transit and railway service and 14 miles for other bus routes. The location of buildings is a
major technique for enhancing roadways as public utilities. Consideration of the physical
layout and positioning of buildings is required for appealing transport connections.
Public Spaces:
This would feature pedestrian-friendly neighborhoods, including traffic calming techniques,

gardens and squares as public meeting places to encourage social interaction and decent
transportation services.
Parking:
The placement and amount of parking facilities are critical if walkways, buildings, and public
areas are to be successful in developing transit-friendly environments. Parking structures and
shared parking spaces are 2 techniques for reducing the amount of area taken up by parking.

2.2. Land Use Transport Plan
The distribution of land-use patterns impacts the features of urban transportation. Land-use
planning may contribute to lower trip miles and a high transit share by altering the spatial
organization of sites in the urban environment. Mixed-use planning helps to retain cycling
and walking as appealing forms of transportation by establishing a compact city.
2.2.1. Multi Nodal Transit Concept
Metropolitan region of Dehradun, Rishikesh, and Haridwar the CMP idea is based on a multi-nodal
transportation approach where the urban form and spatial configuration are integrated by two
structural components: nodes and linkages. The importance of urban activities is expressed in nodes,
which might be connected to the addition of appropriate economic activity or access to the
transportation system.
Nodes, such as railway lines and airports, are essential hubs for regional and local operations. There is
a hierarchy of nodes based on their relevance and contributions to urban services including
manufacturing, administration, retail, and distribution.
While an ancient city grows as a compact city at first, to guarantee balanced growth, a multi-nodal
transportation concept must be encouraged by encouraging additional nodes to be established in the
form of mixed-use development.
Figure 2. Multi nodal transit Concepts Figure 3. Compact City Concept
2.2.2. Transit Oriented Development

Another idea for developing property adjacent to the city's primary transit hub. Mobility corridors are
corridors having a significant volume of passenger traffic. To optimize passenger flow, these corridors
should indeed be built using transit-oriented development principles. It's critical to build a mixed-use
complex that considers the needs of low-income transportation riders. It is vital to building urban and
suburban areas where NMT and transit systems are the preferred modes of transportation by

guaranteeing seamless integration of multiple modes of transportation; this will further preserve
community and development while also improving community accessibility.
Figure 4. Concept for Transit Oriented Development
2.2.3- Integrated Land Use Transport Development
Associability of tourist locations is required since the bulk of the CMP has a high amount of visitor
footfalls. Given the nature of the study region, a tourism center should be built. It should be able to
accommodate both floaters and residents. It should be easily accessible, ecologically friendly, and
have an advanced infrastructure. The city should be made more walkable in places with significant
pedestrian movement by providing larger walkways and additional non-motorized transportation
choices. Information systems should be supplied to ensure a sense of safety.
a) Dehradun:
Dehradun, as an old city, is founded on a circular zone plan, with significant enterprises
located in the city's heart, followed by numerous governmental commercial and office
centers. Following that, many travels are directed to the main city region for all recreational,
business, and leisure purposes.
To reduce congestion in the CBD region, several smaller nodes in other sections of the city
must be built, with major activity shifting to these smaller clusters. As a result of the
movement of the primary activities area, journeys meant for the urban core zone can be
reassigned to other sections of the city, decongesting the urban core zone.
As the anticipated land use for the Dehradun region in the Dehradun Master Plan is adopted,
the need to create these minor nodes with comprehensive transportation infrastructure.
Transport systems at smaller nodes should support land use growth and complements
proposed and forthcoming economic development.
Some of the locations were selected as having the potential to be developed as significant
activity hubs with mixed-use development depending on the latest Master Plan.

Figure 5. Multi nodal concept for Dehradun
Figure 6. Transit Oriented Development Along Major Corridors

Figure 7. Areas to be developed under mixed use development
b) Haridwar:
The city center of Haridwar is located around the Haridwar Railway Station, which is the
primary CBD area. Hari ki Pauri, the SIDCUL region, the new market area, Jwalapur, and the
BHEL township are the major hubs. The city center is a densely populated region with a high
proportion of commercial space along the highway and a mix of land use for industry,
Ashrams, and residences.
Because the city is spreading into new locations due to rising industrial townships. The city's
northwest is being developed, with new institutional complexes in the concept and
implementation stages. Efforts may well be undertaken to decongest the city's central center
by shifting activity concentrated in Jwalapur to the outskirts.

Figure 8. Multi nodal concept and Activity centers near the city core of Haridwar
Figure 9. Mobility Corridor Concepts

Figure 10. Proposed location for Tourist center
c) Rishikesh:
Apart from being a holy tourism resort with hundreds of quiet ashrams that draw people from
all over the world for meditation and yoga, Rishikesh is regarded as the gate to the Chardham
sites. Although the central region of the city is close to the Railway Station and Bus
Terminal, the primary commercial land use suffers congestion issues that must be addressed.
The figure below represents the existing development pattern of Rishikesh. Triveni Ghat is
the origin of the city center of Rishikesh's municipal borders. These places have the highest
intensity of development. Rishikesh, like Haridwar, has a lower development density as one
gets closer to the city center.
It is suggested that mixed-use development take place along the NH-72, the city's main
thoroughfare, and along the Rishikesh Bypass. Townships are planned around Nepali Farm,
as well as institutional and recreation developments along these two pathways.

Figure 11. Multi nodal concept and Activity centers around the city Rishikesh
Figure 12. Proposed Areas for Mixed Use Development

Figure 13. Proposed Tourism center in Rishikesh
d) Roorkee:
To offer mobility services for Roorkee, there must be a good integration of land use and
transportation throughout the region; otherwise, it would be impossible to coordinate
expansion sustainably.
Most of the new development/construction in the city is taking place in the open
agricultural/vacant areas, primarily along major roadways. It has been noticed that large tracts
of land are acquired in quantity and then subdivided into smaller dwelling properties for sale
by constructing access roads.
Parking Characteristics
Parking is reliant on the surrounding land use, and CMP presents several options for a
different site after knowing the scenario of the studied region. On-street parking is maintained
in all cities, particularly at notable sites such as Dehradun's Chakrata Road, Rajpur Road, and
others, Haridwar's Har ki Pauri area, Rishikesh's Gole Market, and Roorkee's BT Ganj Road.

Figure 14. On Street Parking in Dehradun and Haridwar
Figure 15. On Street Parking in Rishikesh and Roorkee

2.3- Service Level Benchmarking

Benchmarking is a method used by government agencies to make better informed conducted
in this area, create internal and external comparisons, and constantly improve performance by
utilizing the lessons learnt from these comparisons. Benchmarking enables government
bodies to devote limited resources to a programme. Benchmarking assists in establishing
baseline measurements of performance, monitoring the agency's overall performance, as well
as how it compares to other organizations, and improving performance by exchanging lessons
learned from various entities.
Table 3. Service Level Benchmarks Summary
INTEGRATED AREA CALCULATED OVERALL INFERENCE

LAND USE LOS LOS AS PER
TRANSPORT MOUD
SYSTEM GUIDELINES
Dehradun 21 3 There is a lack
of coherence
between city
structure
and existing
public transport
system.
Haridwar 19 3 There is a lack
of coherence
between city
structure
and existing
public transport
system.
Rishikesh 21 3 There is a lack
of coherence
between city
structure
and existing
public transport
system.

3. Assessment of the Non-Motorized Transport (NMT) scenario of

Metropolitan Area; Dehradun – Haridwar - Rishikesh - Roorkee
3.1. Non-Motorized Transport (NMT)

3.1.1. Non-Motorized Transport (NMT) Definition
Non-Motorised Transport (NMT) is a fundamental sustainable mobility concept that promotes
walking and cycling over automobiles. It is also known as Active Transport which describes
modes of transportation that rely on human power rather than external sources of energy such
as fossil fuels.
3.1.2. Types of Non-Motorized Transport (NMT)
There are two types for Non-Motorized Transport (NMT) modes
Commuting Non- • Pedestrian

Motorized • Cyclist
Transport (NMT) • Non Motorized Vehicles for person with special need (
Modes wheelchair, hand cycles)
Commerical Non- • Cycle rickshaw

Motorized
• Goods transport NMVs (Handcarts)
Transport (NMT)
Modes • Vending carts
3.1.3. Principles of Non-Motorized Transport (NMT)

There are 10 guiding principles and 6 supportive principles of NMT. The guiding principles
include Integrated NMT Network, Complete Street, bicycle friendliness, walkability, comfort,
universal accessibility, Safety, Security, NMT wayfinding and Protection from encroachment.
The supportive principles include informal sector, Mixed-use, Transit priority, Parking
management, Supporting the bicycle industry, Build a cycling culture.
3.2. Existing scenario of Non-Motorized Transport (NMT) in the study area

There is currently little or no infrastructure for NMT in the Uttarakhand metropolitan study
region which includes Dehradun, Rishikesh, Haridwar and Roorkee cities. There is a lack of
cycling infrastructure, as well as encroachment on the available footpath facility.
3.3. Existing Non-Motorized Transport (NMT) infrastructure facilities in the

study area
Dehradun:
The Dehradun's NMT infrastructure is in desperate need of

repair. According to primary survey; only 29% of the roads have
footpaths on both sides, while 9% have one side and 62% of the
roads lacking footpath facilities.
Rishikesh
Figure 0.1 Existing footpath facilities in Dehradun

Rishikesh has cultural and religious importance though it is a

smaller city than Haridwar and Dehradun there is a high share of
pedestrian movement in the city. According to primary survey;
there is a significant need for footpath facilities as 99% of roads
do not having footpath facilities.
Figure 0.2 Existing footpath facilities in Rishikesh
Haridwar
Haridwar has cultural and religious importance so there is a high

share of pedestrian movement in the city. According to primary
survey; there is a significant need for footpath facilities as 91% of
roads do not having footpath facilities.
Figure 0.3 Existing footpath facilities in Haridwar
3.1.3. Roorkee
According to a primary survey; Footpaths are not available on

68% of roads, and 29% of the footpaths are unpaved.
Figure 0.4 Existing footpath facilities in Roorkee
3.4. Existing Service Level Benchmark for the study area

According to MOUD guideline Service Level
Benchmark for Pedestrian and NMT facilities
needs lot of improvement.
Table 0.1 Service Level Benchmark for NMT in study area
City Benchmark Calculated LOS Overall LOS

Dehradun Pedestrian infrastructure facilities 10 2

Non-Motorized Transport Facilities 12 4
Rishikesh Pedestrian infrastructure facilities 12 4
Haridwar Pedestrian infrastructure facilities 11 4
Roorkee Pedestrian infrastructure facilities 11 4
3.5. Travel Demand Model for Non-Motorized Transport (NMT)
Table 0.2 Travel Demand Model for Non-Motorized Transport (NMT)
Year 2018 2028 2038 2048
Home Based Work (HBW) 331871 393448 450466 525450
Home Based Education (HBE) 135636 160803 184106 214752
Home Based Others (HBO) 90510 107304 122854 143305
Total 558017 661555 757426 883507
The existing (year: 2018) percentage share of NMT is 19% and it is projected that the mode
choice of Sustainable Urban Transport in 2048 increased by 20%.
3.6. Non-Motorized Transport (NMT) related goal, objectives and Strategies
3.6.1. Goal
The Comprehensive Mobility Plan Uttarakhand Metropolitan area has four main goals that the
second goal is based on pedestrian and Non-Motorized Transport System which stated
"Ensure pedestrian and cycling safety and mobility by developing streets and areas that
contribute to a more pleasant, liveable city for residents and visitors while also supporting
public transportation."
3.6.2. Objectives
There are five objectives for achieving second goal of The Comprehensive Mobility Plan
Uttarakhand Metropolitan area which are listed below;
 To improve pedestrian amenities in densely populated regions

 To give pedestrians facilities and safeguard their safety by separating their movement
from that of cars along main corridors.

 To stimulate pedestrian circulation in congested regions while restricting the usage of

private vehicles
 Providing secure pedestrian crossings at major public transport hubs and transfer points
 Develop a pedestrian policy for safe and efficient people movement inside the city.
3.6.3. Strategies
The enhancement of footpaths and cycling facilities is part of the non-motorized transport
strategy. It also tackles the inadequacies in pedestrian and bicycle safety and accessibility at
junctions. The NMT network will connect the city to major growth centers, points of interest,
and the transport network, allowing the city to become more walkable, compact, and accessible.
The main NMT strategy for the Comprehensive Mobility Plan Uttarakhand Metropolitan area
are listed below;
 Creating "pedestrian-only" plazas and streets.
 Wherever feasible, providing a clean, comfortable, and complete walkway.
 Introduce bicycle lanes for cyclists to travel safely.
 Pedestrian and bicycle accessibility should be considered when designing crossings.
 Ensure that public transportation is accessible in a safe manner.
 At major intersections, zebra crossings should be provided for pedestrian safety and the
Zebra crossing must also be painted on a regular basis.
3.7. Non-Motorized Transport Plan
For achieving goals, objectives and strategies Non-Motorized Transport Plan for Dehradun,
Rishikesh, Haridwar and Roorkee has been proposed. The Non-Motorized Transport Plan
comprised with three major proposals namely; Development of Footpath, Pedestrian Facilities
to Access Transit Station, Development of Bicycle Friendly streets.
3.7.1. Development of Footpath
Dehradun:
Figure 20 Proposed pedestrian footpaths in Dehradun
A total of 84.9km of road network in Dehradun is projected to require dedicated pedestrian

walkways. All roads with ROW of 12 to 18m are proposed to have 1.8m wide footpaths on
both sides, while all roads with ROW greater than 18m will have a minimum of 2m wide
footpaths on both sides.

3.7.2. Rishikesh:
Internal roadways with narrow roads and limited

right of way are proposed to accommodate both
vehicular and pedestrian traffic. Footpaths are also
recommended for highways with ROW more than
12m. The entire length of the proposed footpath is
35.1km.
Figure 6 Proposed pedestrian footpaths in Rishikesh
3.7.3. Hridwar:
All roads with ROWs of 12 to 18m are proposed to

have 1.8m wide footpaths on both sides, while all
roads with ROW more than 18m will have a
minimum of 2m wide footpaths on both sides. A
minimum 1.8m pathway is recommended for areas
within the SIDCUL industrial area and the BHEL area.
The total length of the proposed footpath is 35km.
Figure 7 Proposed pedestrian footpaths in Haridwar
Figure 0.8 Roorkee:

With such a significant proportion of pedestrian

traffic, it is proposed that all roads with ROW of 12
to 18m have 1.8m wide pathways on both sides,
and all roads with ROW more than 18m have a
minimum of 2m wide footpaths on both sides. The
entire length of the proposed footpath is 37.4
kilometres.
Figure 9 Proposed pedestrian footpaths in Roorkee
1. Pedestrian Facilities to Access Transit Station

Access to public transport is provided by footpaths. People spent time outside of public
transport services is 2 to 3 times more than time spent on public transport. As a result; quality
of walking facilities and pedestrian infrastructure plays a major role in choosing public
transport mode. To increase access to public transport stations, pedestrians and cyclists in the
study area must have safe, comfortable, and barrier-free access like dedicated pedestrian
pathways, direct access to transit stops, and a cycle parking stand near transit stops etc.
Figure 25 Proposed PedestrianANALYSIS

Facilities to
OFAccess Transit Station
COMPREHENSIVE MOBILITY PLAN OF DEHRADUN METROPOLITIAN REGION
2. Development of Bicycle Friendly streets

Cycling is becoming more widely recognized as a clean, sustainable method of transportation
and an important component of a multi-modal strategy for urban mobility. More cycling in
urban areas instead of driving could result in lower energy usage, less traffic congestion,
reduction of pollution etc. Safety, Connectivity, Comfort, Ambience are four main principles
of Bicycle friendly streets design.
Bicycle routes have been proposed in three categories in the study area which are mentioned
below.
NMT Only Corridors: Only pedestrians and cyclists will be permitted in the corridor
Dedicated NMT Corridors: dedicated footpaths and bicycle tracks of minimum 1.8 m widths
on both sides of roads.
Shared NMT Routes: Bicycle users will share the carriageway with mixed traffic with major
priority to NMT in terms of pavements, signage, lane markings etc. which is based on the
characteristics of the road.

The Dehradun Smart City proposal includes 6.5km of dedicated bicycle lanes in Vasant Vihar
(3.5km) and on Saharanpur Road from Shimla Byepass to Niranjanpur Mandi (3 km). Although
it will allow for safe cycling in some areas, the absence of sufficient ROW along most streets
in Dehradun, Rishikesh, Haridwar, and Roorkee prevents the provision of continuous dedicated
bicycle tracks. As a result, providing bicycle-friendly streets that are safe for cyclists is a top
priority. On a policy level, it is proposed that all residential streets in Dehradun, Rishikesh,
Roorkee, and Haridwar be made safe for NMT users by implementing speed barriers, proper
signals, and other measures.
3.8. Implementation for Non – Motorized Transport Plan
Non-Motorized Transport plan has mainly two major projects namely traffic and pedestrian
management measures – road marking/ signages and construction of footpaths in major four
cities like Dehradun, Rishikesh, Haridwar and Roorkee of study area. The cost estimation of
the project is 86 crores. Major funding sources are Municipal funds, AMRUT, State-Dedicated
Urban Transport Fund (DUTF) and road safety funds.
Table 0.3 Implementation for Non – Motorized Transport Plan in study area
3.9. Outcome
To achieve the goal "Ensure pedestrian and cycling safety and mobility by developing
streets and areas that contribute to a more pleasant, liveable city for residents and visitors
while also supporting public transportation."; the main strategy for the Non-Motorized
Transport plan is the Improvement of footpaths Development of bicycle-friendly streets and
the expected outcome from this will be Reduction in pollution, Increased safety for pedestrians
and cyclists , Improved access facilities , Increase in public transport share.

4. Analysis of Regional Transport assessment for the Dehradun

4.1. Introduction
The state of Uttarakhand, which was created out of
northern Uttar Pradesh and is situated at the foot of
the Himalayan Mountain ranges, includes the
Uttarakhand Metropolitan Area. It is primarily a
hilly country, with international borders to the north
(Tibet) and east (Nepal). Himachal Pradesh is to the
north-west, and Uttar Pradesh is to the south.
Dehradun, Rishikesh, Haridwar, and Roorkee are

the major cities in Uttarakhand. These cities are in
the state's southwest portion (Dehradun, Haridwar,
Rishikesh, and Roorkee are cities in the Uttarakhand
Metropolitan study area).
Figure 27 Uttarakhand Metropolitan Study Area
4.2. Need of the plan

As cities become more developed, travel demand
grows more haphazardly. Until city officials
recognise and acknowledge this, the urban citizen
chooses the obvious alternative of personal mobility
in the form of a personal vehicles.
This is fuelled, once again, by economic growth

brought on by urbanisation. Overall, the city's
private vehicle ownership pattern is increasing, and
its use is putting a strain on the public transportation
infrastructure. Increased automobile use will
eventually result in congestion, which will create a
variety of challenges for various stakeholders in the
system.
Travel time is longer for the consumer. The urban

environment is polluted. The city authorities suffer
from inefficient transportation system supply and
have only the option of expanding transportation
system investment (which, in most cases, continues
to expand and widen the current road network in
order to relieve congestion.) Figure 28 Traffic Analysis Zones

Manufacturers' production costs rise due to a lack of appropriate freight infrastructure and systems.
Regional travel, which must always negotiate with local metropolitan traffic and congestion, is
hampered in the region.
To address the above-mentioned congestion problem in all of its forms, local officials rely on a flexible
supply of transportation infrastructure (such as highways or public transportation routes) as needed. As
a result, public investment in the urban transportation sector increases, as does the city's transportation
footprint.
However, increasing the footprint of transportation systems merely increases the use of automobiles,
adding to total congestion. The supply-demand mismatch, on the other hand, leads to the expansion of
informal modes of transportation, such ascycle rickshaws and aut , which add to traffic problems on the
roads.
The Uttarakhand metropolitan area is being studied for a CMP. The research area is divided into 248
traffic analysis zones (TAZ), 235 of which are internal and 13 of which are exterior.
4.3. Location and Linkages

The cities in the Uttarakhand metropolitan study region are in the state's south-west quadrant, partly
on flat land surrounded by the Shivalik Hills of the Himalayas and the Ganga River.
The state's regional context is depicted in Figure
Figure 29 Uttarakhand State Regional Setting
The region is very well linked by road and rail, with daily bus and train services (both commercial and
government-owned). Jolly Grant Airport, located in Dehradun, provides air connectivity. The closest
large city to the south of the study region is the national capital Delhi, which is only 250 kilometres
away. Shimla, Ludhiana, and Patiala, all located to the west of the study region, are approximately 200
kilometres, 230 kilometres, and 200 kilometres apart, respectively. A list of the state's largest cities and
cities/towns, as well as their proximity and regional location, is provided.

4.4. Rail Connectivity

The only sections of Uttarakhand that are connected by railways are the southwestern half
(which includes Dehradun, Haridwar, Rishikesh, and Roorkee) and the south-eastern part
(which includes Nanital and the Rudrapur region). Dehradun, Rishikesh, Haridwar Junction,
and Roorkee Station are the important stations in the study region. Northern Railways'
Dehradun railway station is a railhead. Some of the important rail routes are southbound traffic
via Delhi, eastbound traffic via Lucknow, and westbound traffic via Saharanpur. The Haridwar
station is a railway junction on the Delhi–Dehradun and Howrah–Dehradun lines. The
regularity of trains to the major cities is shown in Table.
Table 7 Frequency of the trains
Table 8 Frequency of trains to major cities

4.5. Road Connectivity

Uttarakhand has a total of 28,508 kilometres of roadways,
with 1,328 kilometres of national highways and 1,543
kilometres of state highways. Because hills make up over
86 percent of Uttarakhand's geography, road construction
has always been difficult.
The table below lists some of the major national roadways
that connect or travel through the study region.
Table 9 National highways
4.6. Air Connectivity Figure 30 Road Connectivity of the Region

Jolly Grant Airport in
Dehradun, 20 miles from
Rishikesh and 30 km from
Haridwar, provides air
access to the metropolitan
area. Rishikesh is around a
20-minute drive away,
while Haridwar and
Dehradun are 60 minutes
away.
There are 1,124,937 visitors
per year (April 2017-March
18). Dehradun Airport has
approximately 25 flights
each day. The terminal can
handle 150 passengers per
hour during peak hours.
Figure 31 Air Connectivity of the Study Area

4.7. Existing Transport and Traffic Characteristics

Data collection is the foundation of any transport planning project and serves as the foundation for the
planning superstructure. We've always treated this issue seriously, and we'll keep doing so in this
study. The data is used to evaluate the existing state of transport and traffic in the research region, as
well as to develop an urban transportation model approach for the area. The exercise's purpose is to
learn about traffic and transit patterns so that city-specific concerns can be identified.
4.7.1. Road Network Characteristics

The Metropolitan Area's key roadways were surveyed for road inventory. The survey gathered
information such as carriageway, right of way, footpath details, drainage facilities, parking, and adjacent
land use, among other things. The following is the result of a thorough investigation:
Dehradun, Haridwar, Rishikesh, and Roorkee have all had their road networks analysed. Dehradun:
28% of the roads in Dehradun are between 12-18m. This is followed by 10-12m roads which constitute
26% of the road surveyed.
Rishikesh: In Rishikesh, 24 percent of the roadways are between 7 and 10 metres wide. This is followed
by 10-12 m and less than 7 m roads, which together account for 21% of all roads surveyed.
Haridwar: In Haridwar, 46 percent of the roadways are between 12 and 18 metres wide. Following
that are 18-24 m roads, which account for 21% of all roads surveyed.
Roorkee: In the Roorkee area examined, 30 percent of the roadways had right of way between 12 and
18 metres. Then comes 10-12m, which accounts for 21% of the total.
Figure 33 Road Network Characteristics - Dehradun Figure 32 Road Network Characteristics - Rishikesh

Figure 35 Road Network Characteristics - Haridwar Figure 34 Road Network Characteristics - Roorkee
4.8. Pedestrian Facilities

Indian cities have always been a city of walkers, with many relying on bicycles for commuting in the
past. Vehicles have taken up space on roadways as a result of urbanisation and fast motorization, leaving
little or no infrastructures safe for walkers. Even with a heavy pedestrian share, the metropolitan region
lacks pedestrian friendly infrastructure, based on existing size and type of movement of the city. There
is currently little or no infrastructure for NMT in the cities in the Uttarakhand metropolitan study region.
There is a lack of cycling infrastructure, as well as encroaching on the available pedestrian facilities.
Figure 36 NMT infrastructure in Dehradun Figure 37 NMT infrastructure in Rishikesh
Figure 39 NMT infrastructure in Haridwar Figure 38NMT infrastructure in Roorkee

4.9. Travel demand modelling and forecast

With state-of-the-art software and modelling technology, an urban transport model was created to
recreate the study region transportation system (roads, congestion delay, transit system, etc.). This
model would be used for prediction, with model inputs changed to reflect situations in the coming year.
Defects in the system can be evaluated by simulating road conditions and traffic demand on certain
roads. This tool may analyse potential important future network expansions such as the introduction of
public transportation, land use changes, and other transportation methods, and its efficacy can be
determined at the planning level. There are several software packages for creating travel demand
models. The PTV VISUM (Version 14) software was used to create the Uttarakhand metropolitan area
transportation model (a state-of-the-art Travel Demand Modelling software).
4.10. Population Projection for Uttarakhand Metropolitan

Area
For the city of Dehradun, an incremental rise method is used for population forecast due to its growth
pattern and strong development activity.
Geometric progression method was utilised for population projection in Haridwar city with new
industrial area growth (e.g. Roshnabad), and a similar method was applied in Rishikesh.
The arithmetic increase approach was chosen for projection for the cities of Rishikesh and Roorkee,
based on their past growth patterns.
Table 10 Population Projection for the Metropolitan study Area
4.11. Conclusion
Dehradun, Haridwar, Rishikesh, and Roorkee — cities in the Uttarakhand Metropolitan study region –
are seeing greater reliance on private motor cars for personal excursions, resulting in increased vehicular
congestion and pollution. The Comprehensive Mobility Plan aimed to meet people's mobility needs by
maximising "people and commodities mobility patterns" and serving as an effective platform for
integrating land use and transportation planning. The CMP has developed a 2048 transportation strategy
for the Uttarakhand Metropolitan Study Area, which includes a transportation investment programme
including short-, medium-, and long-term projects. The approach focuses on increasing people's
mobility and fostering systems that increase throughput. Block costings have been developed based on
identified projects for execution, and projects suited to PPP and potential alternate sources of finance
have been extensively recognised. Various agencies have been designated to carry out these specific
initiatives based on the current institutional structure.

5. Understanding The Economics of Transportation for the same

city-Region
5.1 What is Transport economics?

Transport Economics is the study of the movement of people and goods over space and time.
It is a branch of economics1 that deals with the allocation of resources within the transport
sector. Historically, it has been thought of as the intersection of microeconomics and civil
engineering, as shown on the right.
However, if we think about it, traditional microeconomics is just a special case of transport
economics, with fixed space and time, and where the good being moved is money, as illustrated
on the right.
Topics traditionally associated with Transport Economics include Privatization,

Nationalization, Regulation, Pricing, Economic Stimulus, Financing, Funding, Expenditures,
Demand, Production, and Externalities.
5.2. Economy
The Uttarakhand state is the second-fastest-growing state in India. Its gross state domestic
product (at constant prices) is more than doubled from Rs. 24,786 crores in FY-2005 to Rs.
60,898 crores in FY-2012. The cities contributing to the economic growth of the states
include:
5.2.1 Dehradun
· It is the interim capital city of the State of Uttarakhand. City is hub for various famous
training institutions of national importance such as the Indian Military Academy, Indira
Gandhi National Forest Academy (IGNFA), etc., which have also played an important role in
bringing active economical, commercial and technological boom that has completely changed
the city’s old image of being a quiet and residential town.
· Dehradun has enjoyed strong economic growth in recent years, which is lately propelled by
a commercial and information technology resulting in industrial establishments such as
software technology parks of India (STPI) and SEZs (Special economic zones).
· The district has 16 industrial areas with 13 Large Scale Enterprises and 52 Medium Scale
Enterprises. Major exportable items in Dehradun include Herbs, Spices, Herbal Cosmetics,
Freeze Dried Foods, etc.
· Though the city has seen a boom in economic activity, the Dehradun district is majorly
dependent on agriculture as its primary occupation. The district enjoys many agricultural

advantages like fertile alluvial soil, sufficient drainage, moderate climate, and abundant
rainfall.
5.2.2 Rishikesh
· This city is known to have a tourist economy.
· Blessed with its topography and river Ganga, Rishikesh is now a major tourist attraction for
Religious & adventure activities.
· Rishikesh is the gateway to the Char Dham yatra which goes from Yamunotri, Badrinath,
Gangotri and Kedarnath.
5.2.3 Haridwar
· This city is famous for religious tourism and the majority of the resident population is
dependent on the same for economic activity.
· In recent times, Haridwar has also developed itself as one of the major industrial towns with the
support of the State Industrial Development Corporation of Uttarakhand Limited (SIDCUL)
incorporated in 2002 by the state government agency of Uttarakhand.
· A total of 550 companies are present in Haridwar which are mostly involved in logistics, electrical
goods, and automobile companies.
· There are many agricultural and industrial sectors.
· The city is also home to Bharat Heavy Electrical Limited (BHEL).
· Agriculture is still one of the important economic activities in the rural area of Haridwar.
5.2.4 Roorkee
· This City’s economy is dependent on the Tertiary & Primary sector.
· Being an education hub, the city doesn’t have much large-scale industries but is now
gradually witnessing industrial developments within the area, which contribute considerably
to the economy of the city.
The national average WFPR is 0.39. It is observed that the WFPR of the study area is lower
than the national average.
5.3 Financing
As per the recommendations of the Working Group on Urban Transport for the 12th Five Year
Plan, the financing of urban transport projects in the country has largely been confined to gross
budgetary support from the government and the user charges. Due to heavy investment needs
for urban transport and conflicting demands on the general exchequer, the investment in urban

transport in past has not kept pace with the rapidly increasing requirement of the sector. The
current level of user charges for limited urban transport facilities, does not make the system
self-sustainable. At the same time, providing safe, comfortable, speedy, and affordable public
urban transport to all has to be a necessary goal of the governance. The key funding sources
besides GBS and farebox can be dedicated levies, land monetization, recovery from non-user
beneficiaries, debt, and private investments. The paradigm of financing has to clearly move
towards the non-users pay principle and the polluters pay principle. There is a need for long-
term sustainable dedicating financing mechanisms to address fast worsening scenarios in the
field of urban transport. All the various components in which the investment would be required
in the 12th Five Year Plan would need to be funded through a combination of funding from
Govt. of India, State Govt./urban local body, development agencies, property development,
loan from domestic and financial institutions as well as PPP. Thus, it is imperative to identify
projects that are amenable to Government funding or PPP.
5.3.1 Public-Private Partnership
Public-Private Partnerships is a cooperation between a public authority and private companies,

created to carry out a specific project. They can take on a number of forms and can be a useful
method of capturing property value gains generated by transport infrastructure in a PPP for a
new transport infrastructure development project, the public authority creates a secure
environment for the private sector to carry out the project, and the private partner offers its
industry know-how, provides funding and shares in the project’s risk. The objectives of the
public and private sector partners appear to be quite different. The public sector aims to best
serve the interests of taxpayers.
5.3.2 Government Sources of Funding
One of the particularities of the urban transport sector is that it depends on funding from several
sources and involves various partners, public and private, individual and collective.
5.3.1 Viability Gap Funding

In a recent initiative, the Government of India has established a special financing facility called
"Viability Gap Funding" under the Department of Economic Affairs, Ministry of Finance, to
provide support to PPP infrastructure projects that have at least 40% private equity committed
to each such project. The Government of India has set certain criteria to avail this facility under
formal legal guidelines, issued in August 2004, to support infrastructure under the PPP
framework.
5.3.2 Smart Cities Funding

The Smart City Mission will be operated as a Centrally Sponsored Scheme (CSS) and the
Central Government proposes to give financial support to the Mission to the extent of Rs.
48,000 crores over five years i.e. on an average Rs. 100 crores per city per year. An equal
amount, on a matching basis, will have to be contributed by the State/ULB; therefore, nearly
Rupees one lakh crore of Government/ULB funds will be available for Smart Cities
development.

5.3.3 Dedicated Urban Transport Fund at City Level

A dedicated urban transport fund would need to be created at the city level through other
sources, especially land monetization, betterment levy, land value tax, enhanced property tax
or grant of development rights, advertisement, employment tax, congestion, a cess on the sales
tax, parking charges reflecting a true value of the land, traffic challans, etc.
5.3.4 AMRUT funding

Since cities and towns in India constitute the second largest urban system in the world and
contribute over 50% of the country’s GDP, they are central to economic growth. For the cities
to realize their full potential and become effective engines of growth, it is necessary that
focused attention be given to the improvement of infrastructure in an organized manner.
5.3.5 External Funding Agencies

A majority of the urban transport projects such as the development of a complete public bus
system, BRT, urban rail projects, etc. are capital intensive and require ongoing funding for
operations, routine maintenance, and asset management. Generally, funding for such projects
is arranged through commercial borrowings and loans from international lending agencies such
as the World Bank, Asian Development Bank, Department for International Development,
Japan International Cooperation Agency, etc.
5.4 Transport Demand Management (TDM) measures:

Transport Demand Management measures aim to reduce the total volume of traffic and
promote a shift towards more sustainable modes of transport with objectives to reduce traffic
congestion, reduce adverse effects on the environment/public health, and generate additional
revenue to improve public transport and NMT by pricing mechanism.
For successful implementation, TDM should always be embedded in a comprehensive

framework along with other proposals with a ‘push’ and ‘pull’ approach. Area-wise parking
management, parking space restrictions in specific zones, car limited zones, permanent or time-
of-the-day car bans, congestion management, and speed reductions are the push factors, which
discourage the use of private vehicles. This should be complemented by pull factors such as
priority for PT services, high service frequency, passenger-friendly stops and surroundings,
more comfort, park and ride, bike and ride facilitates, area-wide cycle network, attractive
pedestrian connections, etc., which encourages the use of PT and NMT.
5.5 Development of Fiscal Measures:
Fiscal measures are considered to achieve a balanced modal slpit and to secure the budget necessary
to implement urban transport projects.
Fare policy: The existing fare structure of the UTC services is based on the distance traveled, terrain
of operations – hills & or plains, and type of services – ordinary, express, semi-deluxe. The fare also
includes additional tax.

Table 8. Fare structure of UTC services
The fare also includes accident surcharge and passenger amenities surcharge as below:
Table 9. Accident surcharge and passenger amenities surcharge in fare
Public Transport Subsidy:

Public transport subsidy is an instrument used to maintain and provide quality transport services.
Subsidising public transport services ensures that it is socially inclusive, promotes public transport
use, and potentially results in a modal shift from private vehicles.
At a basic level, public transport brings with it several positive externalities, adding to the quality of
living for cities in many ways. These externalities can be grouped into three overall effects that make
subsidies necessary for any city:
· Addressing social inclusiveness: This is to ensure that public transport is accessible for all. Subsidizing
helps low-income earners to use public transport and prevents the problem of social inclusion.
· Addressing Urban transport issues: Public transport use brings with it positive externalities through
reduced congestion, minimizing air and noise pollution, and addressing parking needs and accidents. In
the current setup, it is not feasible to charge private vehicles for the externalities they cause. One way
is to provide subsidies for public transport.
Taxation of Private vehicles:
The present tax structure existing in Uttarakhand state is as follows: For the city bus services
in Dehradun, the fare structure is:

Table 10. Fare structure for city bus services in Dehradun
The fare policy for public transport will continue to encourage more ridership initially. However, a
separate study should be conducted for the revision of the fare policy. The parking policy will be
inclined towards discouraging the private vehicles in the core area by improvement of public
transport. Very high parking charges for the vehicles parked in the core area are based on the land
value associated with it.
Table 11. Rates of one-time tax on the vehicles under sub section (1) of Section 4 of Uttarakhand Vehicles taxation reforms
The motor vehicle driven by electric batter or solar poer or CNG exempted from tax.

Table 12. Rates of tax on two-wheelers, three-wheelers and good vehicles under sub section (1-A) of Secgion 4 of Uttarakhand
Vehicles taxation reforms Act, 2003
Table 13. Rates of tax on public service vehicles under sub section (2A) of section 4

Table 14. Rates of tax on public service vehicles under subsection (2A) of section 4
The rate of air conditioned vehicle shall be twenty five percent more than the rates specified against
each vehicle type. To discourage the growth of personalised vehicles it could be done in the following
ways: · Increase in taxes for private vehicles · Cess on petrol · Higher parking charges · Mandatory
availability of parking space at residential houses before issuing a completion certificate

Dehradun CMP - 2021 - MURP - Assignment 1

Uploaded by

Copyright:

Available Formats

You might also like

Dehradun CMP - 2021 - MURP - Assignment 1

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Dehradun CMP - 2021 - MURP - Assignment 1

Uploaded by

Copyright:

Available Formats

ANALYSIS OF COMPREHENSIVE

MOBILITY PLAN OF DEHRADUN

ANKIT KUMAR 2021muro034| Apurv Patel 2021murp023| Bhagyashree

ANALYSIS OF COMPREHENSIVE MOBILITY PLAN OF DEHRADUN METROPOLITIAN REGION

3.6.1. Goal .................................................................................................................................... 33

ANALYSIS OF COMPREHENSIVE MOBILITY PLAN OF DEHRADUN METROPOLITIAN REGION

ANALYSIS OF COMPREHENSIVE MOBILITY PLAN OF DEHRADUN METROPOLITIAN REGION

Figure 1. Land use Transport concept ................................................................................................... 20

ANALYSIS OF COMPREHENSIVE MOBILITY PLAN OF DEHRADUN METROPOLITIAN REGION

1. Assessment of Dehradun - Rishikesh – Haridwar Metropolitan

1.1. Road Network

1.2. Public Transport

ANALYSIS OF COMPREHENSIVE MOBILITY PLAN OF DEHRADUN METROPOLITIAN REGION

Table 1: Intra City Bus Service in Dehradun

ANALYSIS OF COMPREHENSIVE MOBILITY PLAN OF DEHRADUN METROPOLITIAN REGION

Figure 1: City Bus Routes operational in Dehradun

1.3. Intermediate Transport System

ANALYSIS OF COMPREHENSIVE MOBILITY PLAN OF DEHRADUN METROPOLITIAN REGION

Table 2: Permits to Vikram area wise

Table 3: Permits of Auto Rickshaws area wise

ANALYSIS OF COMPREHENSIVE MOBILITY PLAN OF DEHRADUN METROPOLITIAN REGION

Table 5: IPT Routes operated in Rishikesh, Haridwar

1.4. Existing Transport and Traffic Characteristics

 Road Network Inventory survey

ANALYSIS OF COMPREHENSIVE MOBILITY PLAN OF DEHRADUN METROPOLITIAN REGION

 Public Transport and Intermediate Public Transport Passengers Survey (Intra-city)

1.5. Road Network Characteristics

In Rishikesh, 24 percent roads range between 7 to 10 metres which is followed by 10 to 12

Figure 2: Road Network Characteristics – Dehradun and Rishikesh

Figure 3: Road Network Characteristics – Haridwar and Roorkee

ANALYSIS OF COMPREHENSIVE MOBILITY PLAN OF DEHRADUN METROPOLITIAN REGION

In Roorkee, 30 percent of the surveyed road’s ROW range in-between 12 to 18 metres,

1.5.1. Parking Characteristics

Figure 4: On Street Parking in Dehradun and Haridwar

ANALYSIS OF COMPREHENSIVE MOBILITY PLAN OF DEHRADUN METROPOLITIAN REGION

Figure 5: On Street Parking in Rishikesh and Roorkee

1.5.2. Speed and Delays on roads

Table 6: Speed and Delay Characteristics in study area

ANALYSIS OF COMPREHENSIVE MOBILITY PLAN OF DEHRADUN METROPOLITIAN REGION

1.6. Traffic Characteristics

The study area's per capita travel rate

Figure 7: Trip Purpose (HH Survey)

1.6.1. Accidents & Black spot

ANALYSIS OF COMPREHENSIVE MOBILITY PLAN OF DEHRADUN METROPOLITIAN REGION

Table 8: Accidents in Dehradun

Figure 8: Black spots in Dehradun city

The table 9 shows the number of accidents happened in 2017-18 in Rishikesh

ANALYSIS OF COMPREHENSIVE MOBILITY PLAN OF DEHRADUN METROPOLITIAN REGION

Table 9: Accidents in Rishikesh

Figure 9: Black Spots in Rishikesh

ANALYSIS OF COMPREHENSIVE MOBILITY PLAN OF DEHRADUN METROPOLITIAN REGION

Table 20: Accidents in Haridwar

ANALYSIS OF COMPREHENSIVE MOBILITY PLAN OF DEHRADUN METROPOLITIAN REGION

Figure 10: Black Spots in Haridwar

Figure 11: Black Spots in Roorkee

1.7. Observed Key Transport Deficiencies within Metropolitan

1.7.1. Mode of Transport