CMP Vijayawada - 2017

Comprehensive Mobility Plan for Vijayawada Final Report
Comprehensive Mobility Plan

For Vijayawada
1
Amaravati Metro Rail
Corporation Limited
Disclaimer
This document has been prepared for the Comprehensive Mobility Plan, Vijayawada and
should not be relied upon or used for any other project without an independent check being
carried out as to its suitability and prior written authority of UMTC being obtained. UMTC
accepts no responsibility or liability for the consequence of this document being used for a
purpose other than the purposes for which it was commissioned. Any person using or
relying on the document for such other purpose agrees, and will by such use or reliance be
taken to confirm his agreement to indemnify UMTC for all loss or damage resulting there
from. UMTC accepts no responsibility or liability for this document to any party other than
the person by whom it was commissioned.
Quality Management
Report Report
Revision Date Report Prepared By Description
Reviewed By Approved By
28th Feb, Mahesh Kumar Chenna,
1 S Ramakrishna N Seshadri Final Report
2017 Supraja K & J S Niranjan
TABLE OF CONTENTS
EXECUTIVE SUMMARY…………………………………………………………………………………………………………………………….I - XI
1 INTRODUCTION .......................................................................................................................................... 1
1.1 STUDY BACKGROUND ................................................................................................................................ 1

1.2 COMPREHENSIVE MOBILITY PLAN AND ITS OBJECTIVES .................................................................................... 1
1.3 THE SCOPE OF WORK ................................................................................................................................ 2
2 STUDY AREA PROFILE ................................................................................................................................. 7
2.1 ABOUT CITY ............................................................................................................................................ 7

2.2 REGIONAL SETTING ................................................................................................................................... 9
2.3 GROWTH PATTERN ................................................................................................................................. 10
2.4 LAND-USE ............................................................................................................................................. 11
2.4.1 URBAN CONTROL AREA ........................................................................................................................... 11
2.4.2 EXISTING LAND-USE DISTRIBUTION ............................................................................................................ 11
2.4.3 PROPOSED LAND-USE DISTRIBUTION .......................................................................................................... 12
2.5 DEMOGRAPHIC PROFILE ........................................................................................................................... 12
2.6 TRANSPORTATION SYSTEM ....................................................................................................................... 13
2.6.1 ROAD NETWORK .................................................................................................................................... 13
2.6.2 AIRWAYS .............................................................................................................................................. 15
2.6.3 INTER CITY BUS TRANSPORT ..................................................................................................................... 15
2.6.4 LOCAL TRANSPORT.................................................................................................................................. 15
2.6.5 TERMINALS AND STANDS.......................................................................................................................... 16
2.6.6 PARKING CHARACTERISTICS ...................................................................................................................... 17
2.6.7 TOURIST DESTINATIONS ........................................................................................................................... 17
2.6.8 POPULATION PROJECTIONS....................................................................................................................... 18
2.7 POPULATION FORECAST FOR VIJAYAWADA................................................................................................... 20
2.8 ACCIDENT DATA ..................................................................................................................................... 22
2.9 SOCIO ECONOMIC DATA .......................................................................................................................... 23
2.10 INDUSTRIAL STATUS OF KRISHNA DISTRICT................................................................................................... 23
2.11 EDUCATION AND HEALTH CARE ................................................................................................................. 23
2.12 EXISTING GUIDELINES, LEGAL FRAMEWORK AND STANDARDS OF GOAP / GOI ................................................... 24
3 PRIMARY SURVEYS – DATA COLLECTION .................................................................................................. 26
3.1 ZONING OF THE STUDY AREA .................................................................................................................... 26

3.2 TRAFFIC ANALYSIS ZONES (TAZ)................................................................................................................ 26
3.3 ZONE-WISE POPULATION AND SOCIO-ECONOMIC DATA ................................................................................. 31

3.4 TRAFFIC SURVEYS ................................................................................................................................... 32
4 PRIMARY SURVEY ANALYSIS ..................................................................................................................... 34
4.1 CLASSIFIED TRAFFIC VOLUME COUNT .......................................................................................................... 34

4.2 TURNING VOLUME COUNT SURVEY ............................................................................................................ 36
4.3 OCCUPANCY OF PASSENGER VEHICLES AT SCREEN LINE POINT/INNER CORDON LOCATION .................................... 37
4.4 ORIGIN DESTINATION SURVEY ................................................................................................................... 38
4.5 HOUSEHOLD SURVEY ............................................................................................................................... 47
4.6 ROAD INVENTORY SURVEY........................................................................................................................ 52
4.6.1 RIGHT OF WAY....................................................................................................................................... 53
4.6.2 CARRIAGE WAY WIDTH ............................................................................................................................ 53
4.6.3 PRESENCE OF MEDIAN ............................................................................................................................. 54
4.6.4 STREET LIGHTING .................................................................................................................................... 54
4.6.5 PARKING FACILITIES ................................................................................................................................ 54
4.6.6 TRAFFIC CONTROL FACILITIES .................................................................................................................... 55
4.6.7 PEDESTRIAN FACILITIES ............................................................................................................................ 55
4.6.8 PEDESTRIAN CROSSINGS .......................................................................................................................... 55
4.6.9 NMV FACILITIES .................................................................................................................................... 56
4.6.10 INTERSECTIONS ...................................................................................................................................... 56
4.6.11 FLYOVERS/ROBS AND UNDERPASSES ......................................................................................................... 56
4.6.12 GUARD RAILS ......................................................................................................................................... 56
4.6.13 RIVER/RAIL CROSSINGS ........................................................................................................................... 56
4.7 SPEED AND DELAY SURVEYS ...................................................................................................................... 57
4.8 PARKING SURVEY ANALYSIS ...................................................................................................................... 58
4.9 PEDESTRIAN SURVEY ............................................................................................................................... 61
4.10 PUBLIC TRANSPORT................................................................................................................................. 63
4.11 BOARDING AND ALIGHTING AT BUS STOP LOCATIONS .................................................................................... 64
4.12 VEHICLE OPERATOR SURVEY (PASSENGER) .................................................................................................. 65
4.13 TRUCK OPERATOR SURVEY ....................................................................................................................... 67
4.14 VEHICLE POLLUTION CHECK SURVEY AT PETROL PUMPS ................................................................................. 69
4.15 URBAN TRANSPORT SITUATION ................................................................................................................. 71
4.15.1 ANALYSING ROAD NETWORK..................................................................................................................... 71
4.15.2 MAJOR TRANSPORTATION NODES .............................................................................................................. 72
4.15.3 BOTTLENECK ANALYSIS ............................................................................................................................ 73
4.15.4 ROAD SECTIONS ..................................................................................................................................... 74
4.15.5 REVIEW OF PUBLIC TRANSPORT SYSTEM ..................................................................................................... 75
4.15.6 IPT CHARACTERISTICS ............................................................................................................................. 75
4.15.7 PRIVATE TRANSPORT ............................................................................................................................... 75

4.15.8 MAJOR TRAFFIC PRODUCTION / ATTRACTION CENTERS.................................................................................. 76
4.15.9 REVIEW OF URBAN GOODS DISTRIBUTION ................................................................................................... 76
4.15.10 REVIEW OF TRAFFIC SAFETY AND ENFORCEMENT ........................................................................................... 77
4.15.11 REVIEW OF EXISTING ENVIRONMENTAL AND SOCIAL CONDITIONS .................................................................... 77
5 SERVICE LEVEL BENCHMARKS ................................................................................................................... 78
5.1 INTRODUCTION ...................................................................................................................................... 78

5.2 NEED FOR BENCHMARKING FOR VIJAYAWADA .............................................................................................. 78
5.3 PERFORMANCE BENCH MARKS FOR URBAN TRANSPORT ................................................................................ 78
5.4 COMPUTATION OF INDICES ....................................................................................................................... 80
5.4.1 PUBLIC TRANSPORT FACILITIES .................................................................................................................. 80
5.4.2 PEDESTRIAN INFRASTRUCTURE FACILITIES .................................................................................................... 86
5.4.3 NMT FACILITIES ..................................................................................................................................... 89
5.4.4 LEVEL OF USAGE OF ITS FACILITIES ............................................................................................................ 92
5.4.5 TRAVEL SPEEDS ...................................................................................................................................... 96
5.4.6 AVAILABILITY OF PARKING SPACES ............................................................................................................. 98
5.4.7 ROAD SAFETY ...................................................................................................................................... 100
5.4.8 POLLUTION LEVELS ............................................................................................................................... 102
5.4.9 INTEGRATED LAND USE TRANSPORT SYSTEM.............................................................................................. 104
5.4.10 FINANCIAL SUSTAINABILITY ..................................................................................................................... 109
5.4.11 SUMMARY TABLE ................................................................................................................................. 112
6 TRAVEL DEMAND MODELLING AND FORECASTING ................................................................................ 113
6.1 PRE-MODELLING ANALYSIS .................................................................................................................... 113

6.1.1 Study Area and its Delineation .................................................................................................... 113
6.1.2 Internal Zones ............................................................................................................................. 113
6.1.3 External Zones ............................................................................................................................. 113
6.1.4 Plan Period .................................................................................................................................. 113
6.1.5 Preparation of Data Base ............................................................................................................ 114
6.1.6 Travel Demand and Characteristics ............................................................................................ 116
6.1.7 Generation of O-D Person-Trip Matrices..................................................................................... 116
6.2 BASE YEAR TRAVEL DEMAND MODELLING ................................................................................................. 118
6.2.1 Trip End Modelling ...................................................................................................................... 119
6.2.2 Growth Factors for External Trips ............................................................................................... 120
6.2.3 Trip Distribution Model for Intra-City Trips ................................................................................. 120
6.2.4 Mode Choice Model for Intra-City Trips ...................................................................................... 122
6.2.5 Commercial Vehicle (CV) Matrix Estimation ............................................................................... 124
6.2.6 Assignment of Base year O-D Matrices and Validation .............................................................. 125
6.2.7 Calibration and Validation of Base Year Network....................................................................... 126
6.2.8 Base Year Model Results ............................................................................................................. 127
6.2.9 Observations ............................................................................................................................... 128
6.3 HORIZON YEAR TRAVEL DEMAND MODELLING ........................................................................................... 128
6.3.1 Business As Usual (Do Nothing) Scenario ................................................................................... 129
6.3.2 Do Minimum (BAU + Committed Projects) Scenario ................................................................... 129
6.3.3 Do Something (BAU + Committed Projects + Proposed Projects + Transit Oriented Development)
Scenario ……………………………………………………………………………………………………………………………………………….130
6.3.4 Forecasting of O-D Matrices ....................................................................................................... 132
6.3.4.1 Comparison of Network Characteristics in various Scenarios ..................................................... 134
6.3.4.2 Ridership for Mass Rapid Transit ................................................................................................ 135
7 SHORT TERM PROPOSALS AND RECOMMENDATIONS ............................................................................ 136
7.1 SHORT TERM ACTION PROGRAMS............................................................................................................ 136

7.2 TRAFFIC AND PEDESTRIAN FACILITIES ........................................................................................................ 137
7.3 DEVELOPMENT OF PEDESTRIAN FACILITIES ................................................................................................. 137
7.4 LACK OF TRAFFIC AWARENESS AND ENFORCEMENT ..................................................................................... 138
7.5 UNAUTHORIZED PARKING AT MANY PLACES OF STUDY AREA ........................................................................ 139
7.6 PARKING AT INTERSECTIONS ................................................................................................................... 139
7.7 ON STREET PARKING ON MOST OF THE ROADS IN STUDY AREA ..................................................................... 140
7.8 HAWKER ZONES ................................................................................................................................... 140
7.9 GOODS TRAFFIC MOVEMENT DURING DAY TIME ......................................................................................... 141
7.10 TRAFFIC CONTROL AT INTERSECTION ......................................................................................................... 142
7.11 PARKING CHARGES ............................................................................................................................... 142
7.12 RECOMMENDATIONS............................................................................................................................. 142
8 TRANSPORT STRATEGIES ........................................................................................................................ 144
8.1 TRANSPORTATION STRATEGIES ................................................................................................................ 144

8.1.1 Mobility Corridor Strategy .......................................................................................................... 146
8.1.2 Land Use and Transport Strategy ............................................................................................... 146
8.1.3 Public Transport and Intermediate Public Transport (IPT) System Strategy ............................... 152
8.1.4 Freight Management Strategy.................................................................................................... 154
8.1.5 Traffic Engineering and Management Strategy.......................................................................... 155
8.1.6 Non-Motorised Transport Strategy ............................................................................................. 156
8.1.7 Switch to Low-Carbon Strategy ................................................................................................... 156
9 PROJECT PROPOSALS .............................................................................................................................. 158

9.1 TRAFFIC ENGINEERING AND MANAGEMENT PROPOSALS............................................................................... 158

9.1.1 Proposed junctions for improvement .......................................................................................... 158
9.1.2 Removal of Encroachment .......................................................................................................... 159
9.1.3 Rail Over Bridges and Bridges across the River ........................................................................... 160
9.1.4 Signage and Marking (Inventory Data) ....................................................................................... 161
9.1.5 Road Widening/ Development Proposals ................................................................................... 161
9.1.6 Road Improvement Proposals ..................................................................................................... 164
9.1.7 Improvement of Radial Road ...................................................................................................... 166
9.1.8 Requirement of Bypass roads ..................................................................................................... 166
9.2 NON-MOTORISED TRANSPORT PROPOSALS ............................................................................................... 167
9.2.1 Pedestrian Facilities .................................................................................................................... 167
9.2.2 Bicycle Facilities .......................................................................................................................... 169
9.2.3 Foot Over Bridges/Subways/Pedestrian Phase ........................................................................... 170
9.2.4 Road Markings: ........................................................................................................................... 172
9.2.5 Bus Stop Placement .................................................................................................................... 172
9.2.6 Walkways .................................................................................................................................... 173
9.2.7 Provision of the pedestrian zones ............................................................................................... 173
9.2.8 Bike Sharing Scheme ................................................................................................................... 174
9.3 PARKING PROPOSALS ............................................................................................................................ 177
9.4 PUBLIC TRANSPORT IMPROVEMENT PROPOSALS ......................................................................................... 179
9.4.1 Bus augmentation....................................................................................................................... 179
9.4.2 Commissioning of more Depots: ................................................................................................. 180
9.4.3 Construction of bus terminals ..................................................................................................... 180
9.4.4 Use of information technology in public transport operations ................................................... 181
9.4.5 Public private partnership model to improve public transport ................................................... 181
9.4.6 BRT/LRT corridors ....................................................................................................................... 183
9.5 INTERMEDIATE PUBLIC TRANSPORT .......................................................................................................... 185
9.6 WATER TRANSPORT .............................................................................................................................. 185
9.7 GOODS TERMINALS ............................................................................................................................... 187
9.8 IMPACT ASSESSMENT OF SHORT, MEDIUM AND LONG TERM IMPROVEMENTS.................................................. 189
10 IMPLEMENTATION PLAN ........................................................................................................................ 196
10.1 PROJECT COSTING ................................................................................................................................ 196

10.2 FINANCING OPTIONS ............................................................................................................................. 199
10.3 PUBLIC PRIVATE PARTNERSHIP (PPP) ....................................................................................................... 199
10.4 GOVERNMENT SOURCES OF FUNDING ....................................................................................................... 201
10.5 SOURCES OF FINANCE ............................................................................................................................ 204
11 INSTITUTIONAL FRAMEWORK ................................................................................................................ 206
11.1 BACKGROUND ...................................................................................................................................... 206

11.2 BROAD FUNCTIONS OF UMTA ................................................................................................................ 208
11.2.1 Legal backing of UMTA ............................................................................................................... 209
11.3 MANPOWER REQUIREMENT AND STAFFING PLAN ....................................................................................... 210
11.4 URBAN TRANSPORT FUND ...................................................................................................................... 210
11.5 SOURCES OF FUNDING ........................................................................................................................... 211
11.6 IMPLEMENTING AGENCIES ...................................................................................................................... 211
ANNEXURES .......................................................................................................................................... 213-266

LIST OF FIGURES
Figure 2-1: Study Area – Location .................................................................................... 7
Figure 2-2 Study Area ....................................................................................................... 8
Figure 2-3: The Study Area-Linkages .............................................................................. 10
Figure 2-4: Urban Sprawl of Vijayawada 1973 to 2009.................................................. 11
Figure 2-5: Proposed Land-use Profile of Vijayawada-2021 .......................................... 12
Figure 2-6: Vijayawada Railway Station ......................................................................... 14
Figure 2-7: APSRTC Buses ............................................................................................... 16
Figure 2-8: Population Growth Rate for Study Area ...................................................... 20
Figure 3-1: Zoning of the Study Area ............................................................................. 30
Figure 3-2: Zoning of the Rest of Area ........................................................................... 30
Figure 4-1: Overall Passenger Trip Purpose ................................................................... 39
Figure 4-2: Overall Passenger Trip Frequency ............................................................... 40
Figure 4-3: Overall Passenger Occupation ..................................................................... 41
Figure 4-4: Overall Average Passenger Trip Length ....................................................... 41
Figure 4-5: Overall Freight Trip Frequency .................................................................... 42
Figure 4-6: Overall Average Quantity of Good Carried .................................................. 43
Figure 4-7: Overall Passenger Trip Purpose (in %) ......................................................... 44
Figure 4-8: Overall Passenger Trip Frequency ............................................................... 44
Figure 4-9: Overall Passenger Occupation ..................................................................... 45
Figure 4-10: Overall Average Passenger Trip Length ..................................................... 46
Figure 4-11: Overall Freight Trip Frequency (in %) ........................................................ 46
Figure 4-12: Distribution of Trips by Purpose in Vijayawada ......................................... 49
Figure 4-13: Distribution of Road Length by Right of Way ............................................ 53
Figure 4-14: Distribution of Road Length by Carriageway Width .................................. 53

Figure 4-15: Distribution of Road Length by Carriageway type ..................................... 54
Figure 4-16: Distribution of Road Length by street lighting availability ........................ 54
Figure 4-17: Distribution of Road Length by Footpath availability ................................ 55
Figure 4-18: Commodity Type ........................................................................................ 68
Figure 4-19: Distribution of Vehicles by Fuel Usage ...................................................... 70
Figure 4-20: Average Mileage of Vehicles ...................................................................... 70
Figure 4-21: Hierarchy of the Road Network ................................................................. 72
Figure 4-22: Bottlenecks in study area ........................................................................... 74
Figure 4-23: Trucks Parked at Auto Nagar Goods Yard and Bhavani Nagar Goods Yard,
Vijayawada ..................................................................................................................... 76
Figure 6-1: Base Year Road Network – 2015 ................................................................ 115
Figure 6-2: Bus Route Map – Vijayawada - 2015 ......................................................... 115
Figure 6-3: Procedures for Estimation of Base Year Matrices ..................................... 117
Figure 6-4: Desire line Diagram for Base Year Trips ..................................................... 118
Figure 6-5: Base Year Modelling Process ..................................................................... 119
Figure 6-6: Calibration of Base Year Model ................................................................. 119
Figure 6-7: Trip Length Distribution Curve ................................................................... 121
Figure 6-8: Link Flow Diagram (in PCUs) for Base Year (2015)..................................... 128
Figure 6-9: Proposed Bypass and Ring Roads .............................................................. 130
Figure 6-10: Proposed Metro & BRT/LRT Corridors ..................................................... 131
Figure 6-11: Flow Chart showing the Horizon Year Travel Demand Modelling ........... 132
Figure 7-1: Lack of Traffic and Pedestrian Facilities in Study Area .............................. 137
Figure 7-2: Lack of Traffic Awareness and Enforcement ............................................. 138
Figure 7-3: Unauthorized Parking at Various Locations of Study Area ........................ 139
Figure 7-4: Unauthorized parking ................................................................................ 140

Figure 7-5: Existing situation ........................................................................................ 140
Figure 7-6: Commercial Vehicles plying on the city roads during day time ................. 141
Figure 8-1 Illustration of interventions in the urban transport sector ....................... 144
Figure 8-2 Approach for Transportation Strategies Development ............................. 145
Figure 8-3 Possible Growth Direction in the Study Area ............................................. 146
Figure 8-4 Calthorpe’s Diagram ................................................................................... 149
Figure 8-5 Conceptual representation - TOD .............................................................. 150
Figure 8-6 Toronto Suburban Intensification at Station Nodes along Metro Line ..... 150
Figure 8-7 500 and 1000m buffer zones - Metro ........................................................ 151
Figure 8-8 Prospective Multi-modal Hubs................................................................... 152
Figure 8-9 Satellite View of Vijayawada Railway Station ............................................ 154
Figure 9-1 Proposed Bridges across Krishna (left) and Proposed ROBs (right) ............ 161
Figure 9-2 Roads in Vijayawada (by lane configuration) .............................................. 162
Figure 9-3 Roads in Vijayawada (by speed).................................................................. 163
Figure 9-4 Roads in Vijayawada (by class) .................................................................... 163
Figure 9-5 Proposed By Pass Road / Outer/ Inner Ring Roads around Vijayawada .... 167
Figure 9-6 Proposed footpath in the city ..................................................................... 168
Figure 9-7 Cycle tracks proposed ................................................................................. 170
Figure 9-8: Proposed Foot Over Bridges/Subway/Signal in Vijayawada...................... 171
Figure 9-9 Typical Road Markings ................................................................................ 172
Figure 9-10: Proposed Walkways in Vijayawada.......................................................... 173
Figure 9-11: Concept of Bike Sharing Scheme ............................................................. 174
Figure 9-12: Bike Sharing Examples ............................................................................. 175
Figure 9-13 Docking stations for bike-share ................................................................ 177

Figure 9-14 proposed parking facilities in Vijayawada city .......................................... 178
Figure 9-15 Proposed signals at the junctions ............................................................. 179
Figure 9-16 Proposed BRT Corridors ............................................................................ 184
Figure 9-17 Typical cross section of BRTS .................................................................... 185
Figure 9-18 Proposed Ferry Routes .............................................................................. 187
Figure 9-19 Proposed terminal locations ..................................................................... 189
Figure 10-1: Sharing of Funding for Short Term, Medium Term and Long Term Projects
...................................................................................................................................... 205
Figure 0-1: Stakeholder Consultation with District Superintendent of Police ............. 262
List of Tables
Table 1-1 Scope of Work for Vijayawada CMP ............................................................................. 3
Table 2-1 Vijayawada – Distance from other Urban Centers ....................................................... 9
Table 2-2: Population Statistics of Vijayawada (1971-2011) ...................................................... 12
Table 2-3: Historical Data of Population for Vijayawada............................................................ 20
Table 2-4: Population Projections for Study Area ...................................................................... 21
Table 2-5: CAGR of study area .................................................................................................... 22
Table 2-6: Time Series Accident Data, Vijayawada..................................................................... 22
Table 2-7: Work Participation Rate in Vijayawada ..................................................................... 23
Table 2-8: Industrial Scenario of Krishna District ....................................................................... 23
Table 3-1: Traffic Analysis Zones ................................................................................................ 27
Table 3-2: Zone Wise Population and Socio Economic Data ...................................................... 31
Table 4-1: Daily Traffic Volume at Outer Cordon and Screen Points/Inner Cordon .................. 34
Table 4-2: Incoming and Outgoing vehicles at Outer Cordon and Screen Points ...................... 34
Table 4-3: Daily Traffic Composition (%) at Cordon Locations ................................................... 35

Table 4-4: Daily Traffic Volume (24 Hours) at Intersections ...................................................... 36
Table 4-5: Peak Hour Traffic at the junctions ............................................................................. 37
Table 4-6: Occupancy of Passenger vehicles at Screen line Point Locations ............................. 38
Table 4-7: Passenger and Freight Trips at Outer Cordon Locations ........................................... 38
Table 4-8: Passenger Trip Purpose at Outer Cordon Locations.................................................. 39
Table 4-9: Passenger Trip Frequency at Outer Cordon Locations .............................................. 40
Table 4-10: Passenger Occupation at Outer Cordon Locations.................................................. 40
Table 4-11: Freight Trip Frequency at Outer Cordon Locations ................................................. 42
Table 4-12: Average Quantity of Goods Carried by Freight Vehicles at Outer Cordon Locations
.................................................................................................................................................... 42
Table 4-13: Passenger Trip Purpose at Screen Point Locations ................................................. 43
Table 4-14: Passenger Trip Frequency at Screen Point Locations .............................................. 44
Table 4-15: Passenger Occupation at Screen Point Locations ................................................... 45
Table 4-16: Freight Trip Frequency at Screen line Point Locations ............................................ 46
Table 4-17: Average Quantity of Goods Carried by Freight Vehicles at Screen line Point
Locations..................................................................................................................................... 47
Table 4-18: Distribution of Vehicle Ownership .......................................................................... 47
Table 4-19: Distribution of Household by access to daily needs ................................................ 48
Table 4-20: Distribution of Households by Walking Time .......................................................... 48
Table 4-21: Distribution of Trips by Mode.................................................................................. 49
Table 4-22: Distribution of Households by distance to nearest bus stop .................................. 50
Table 4-23: Distribution of Households by time taken to reach nearest bus stop .................... 50
Table 4-24: Average Waiting Time at Bus Stop .......................................................................... 50
Table 4-25: Frequency of Public Transport Usage...................................................................... 51
Table 4-26: Age Group ................................................................................................................ 51
Table 4-27: House Ownership Details ........................................................................................ 52
Table 4-28: HUDCO Income Groups ........................................................................................... 52

Table 4-29: Distribution of Road Length based on significant on-street parking facility ........... 54
Table 4-30: Distribution of Road Length by Presence of Traffic Management Rules ................ 55
Table 4-31: Distribution of Road Length by Presence of Pedestrian Crossing ........................... 56
Table 4-32: Summary of speed and Delay Survey ...................................................................... 57
Table 4-33: Causes for the Delays in Study Area ........................................................................ 57
Table 4-34: Equivalent Car Spaces (ECS) Values Adopted for Various Vehicle Types ................ 58
Table 4-35: Location Wise Off-Street Parking and Peak Hour Accumulation in ECS .................. 58
Table 4-36: Parking Index ........................................................................................................... 59
Table 4-37: Summary of Parking Duration (Off-Street) .............................................................. 60
Table 4-38: Location Wise On-Street Parking and Peak Hour Accumulation ............................. 61
Table 4-39: Summary of Parking Duration (On-Street) .............................................................. 61
Table 4-40: Pedestrian Survey Summary.................................................................................... 62
Table 4-41: PV2 Values at Major Important Intersections .......................................................... 63
Table 4-42: Passengers at Terminal Stations.............................................................................. 64
Table 4-43: Mode Wise Distribution of Passenger Dispersal ..................................................... 64
Table 4-44: Travel Frequency of Passengers .............................................................................. 64
Table 4-45: Peak Hour Boarding and Alighting at Bus Stops ...................................................... 65
Table 4-46: Age of Vehicles ........................................................................................................ 66
Table 4-47: Average Operating Time of Vehicles ....................................................................... 66
Table 4-48: Average Annual Maintenance Cost of Vehicles....................................................... 66
Table 4-49: Average No. of Trips and Kilometers Travelled per Day.......................................... 66
Table 4-50: Trip Frequency ......................................................................................................... 68
Table 4-51: Operational Difficulties............................................................................................ 68
Table 4-52: Distribution of Vehicle Life in Study Area ................................................................ 70
Table 4-53: Vehicle Pollution Levels in the Study Area .............................................................. 71
Table 5-1: Presence of organized public transport .................................................................... 81

Table 5-2: LOS range for presence of PT .................................................................................... 81
Table 5-3: Availability of Public Transport .................................................................................. 82
Table 5-4: LoS range for availability of PT .................................................................................. 82
Table 5-5: Service coverage of Public Transport ........................................................................ 83
Table 5-6: LoS range for service coverage of PT ......................................................................... 83
Table 5-7: LoS range for Avg waiting time for PT users .............................................................. 84
Table 5-8: LoS range for level of comfort in PT .......................................................................... 84
Table 5-9: Percentage of Fleet as per Urban Bus Specifications ................................................ 85
Table 5-10: LoS range for % of fleet as per urban bus specification .......................................... 85
Table 5-11: Level of service for Public Transport Facilities ........................................................ 85
Table 5-12: Overall LoS for Public Transport Facilities ............................................................... 86
Table 5-13: Signalized intersection delay ................................................................................... 86
Table 5-14: LoS range for signalized intersection delay ............................................................. 87
Table 5-15: Street light readings ................................................................................................ 87
Table 5-16: LoS range for street light Lux .................................................................................. 87
Table 5-17: Percentage of city covered by footpaths ................................................................ 88
Table 5-18: LoS range for percentage of city covered by footpaths .......................................... 88
Table 5-19: Pedestrian Infrastructure Facilities ......................................................................... 88
Table 5-20: Overall LoS for pedestrian infrastructure facilities.................................................. 89
Table 5-21: Percentage of network covered by NMT facilities .................................................. 89
Table 5-22: LoS range for percentage of city covered by NMT network.................................... 90
Table 5-23: Encroachment on NMT roads by vehicle parking.................................................... 90
Table 5-24: LoS range for encroachment on NMT roads by vehicle parking ............................. 90
Table 5-25: NMT parking facilities at interchange..................................................................... 91
Table 5-26: LoS range for NMT parking facilities at interchanges .............................................. 91
Table 5-27: Non-Motorized Transport facilities ......................................................................... 91

Table 5-28: Overall LoS for NMT facilities .................................................................................. 92
Table 5-29: Availability of traffic surveillance ............................................................................ 92
Table 5-30: LoS range for Availability of traffic surveillance ...................................................... 92
Table 5-31: Passenger Information System ............................................................................... 93
Table 5-32: LoS range for availability of passenger information system ................................... 93
Table 5-33: Global positioning system ....................................................................................... 93
Table 5-34: LoS range for global positioning system availability ............................................... 94
Table 5-35: Signal Synchronization............................................................................................. 94
Table 5-36: LoS range for Signal synchronization....................................................................... 95
Table 5-37: Integrated ticketing system ..................................................................................... 95
Table 5-38: LoS range for integrated ticketing system .............................................................. 95
Table 5-39: ITS Facilities ............................................................................................................. 96
Table 5-40: Overall LoS for ITS facilities ..................................................................................... 96
Table 5-41: LoS range for travel speeds of personal vehicles .................................................... 97
Table 5-42: LoS range for average travel speeds of public transport ........................................ 97
Table 5-43: Travel Speeds in kmph............................................................................................. 97
Table 5-44: Overall LoS for travel speeds ................................................................................... 98
Table 5-45: Availability of on-street paid parking ..................................................................... 98
Table 5-46: LoS range for availability of on-street paid parking ............................................... 98
Table 5-47: Ratio of maximum and minimum parking fee ......................................................... 99
Table 5-48: LoS range for parking fee ratio ................................................................................ 99
Table 5-49: Availability of parking spaces ................................................................................. 99
Table 5-50: Overall LoS for Parking space availability .............................................................. 100
Table 5-51: Fatality rate per lakh population ........................................................................... 100
Table 5-52: LoS range for fatality rate per lakh population ..................................................... 101
Table 5-53: Fatality rate of pedestrian and NMT users ............................................................ 101
Table 5-54: LoS range for pedestrian and NMT fatality rate .................................................... 102
Table 5-55: Road safety measures ........................................................................................... 102
Table 5-56: Overall LoS for the road safety indicators ............................................................. 102
Table 5-57: Pollution levels ...................................................................................................... 103
Table 5-58: LoS range for pollution levels ................................................................................ 103
Table 5-59: Overall LoS for pollution indicators ....................................................................... 103
Table 5-60: Population Density ................................................................................................ 104
Table 5-61: LoS range for Population density .......................................................................... 104
Table 5-62: LoS range for share of mixed land use zoning ...................................................... 105
Table 5-63: Development Intensity – city wide ....................................................................... 105
Table 5-64: LoS range for intensity of development ............................................................... 105
Table 5-65: Intensity of development along transit corridors................................................. 106
Table 5-66: LoS range for intensity of development along transit corridors .......................... 106
Table 5-67: LoS range for road network pattern and completeness ...................................... 107
Table 5-68: Percentage of area under roads ........................................................................... 107
Table 5-69: LoS range for percentage of area under roads ...................................................... 107
Table 5-70: Network with exclusive RoW for transit................................................................ 107
Table 5-71: LoS range for network with exclusive RoW for transit .......................................... 108
Table 5-72: Integrated land use transport system .................................................................. 108
Table 5-73: Overall LoS for integrated land use transport system ........................................... 109
Table 5-74: Calculation of Extent of Non-Fare Revenue .......................................................... 109
Table 5-75: Level of service for Extent of Non-Fare Revenue .................................................. 110
Table 5-76: Calculation of Staff per Bus Ratio .......................................................................... 110
Table 5-77: Level of Service for Staff per Bus Ratio.................................................................. 110
Table 5-78: Calculation of Operating Ratio .............................................................................. 110
Table 5-79: Level of Service for Operating Ratio ...................................................................... 111

Table 5-80: LoS - Financial Sustainability.................................................................................. 111
Table 5-81: Overall Level of Service for Financial Sustainability .............................................. 111
Table 5-82: Overall LoS Calculated for study area ................................................................... 112
Table 6-1: Link Details of Base Year Transport Network .......................................................... 114
Table 6-2: Data Sources for Generation of O-D Person Trip Matrices ..................................... 116
Table 6-3: Summary of Base Year Trips .................................................................................... 116
Table 6-4: Trip End models – VMA ........................................................................................... 120
Table 6-5: Cumulative Annual Growth Rate (%) for External Trips .......................................... 120
Table 6-6: Constants and Variables .......................................................................................... 121
Table 6-7 Results of Trip Distribution Model Calibration ......................................................... 121
Table 6-8 Results of Calibrated Mode Choice Model ............................................................... 122
Table 6-9 Proportion of Choice Riders for various mode ......................................................... 123
Table 6-10: Validation of Base Year Network ........................................................................... 126
Table 6-11: V/C on Major Roads (with more than 0.7) for Base Year 2015 ............................. 127
Table 6-12 Public Transport (Bus and Auto) PHPDT on Key Corridors for the Base Year (2015)
and Horizon year (2035) ........................................................................................................... 129
Table 6-13 Projected - Population & Workers.......................................................................... 132
Table 6-14: Summary of Horizon Year Trips (Within Study Area) ............................................ 133
Table 6-15: Summary of Horizon Year Trips (Study Area and External Zones) ........................ 134
Table 6-16: Comparison of Network Attributes on links for Various Scenarios ....................... 135
Table 6-17 PHPDT for Public Transport (Bus and Auto) for the Base year (2015) and Horizon
Year (2035) ............................................................................................................................... 135
Table 7-1: List of location wise Facilities .................................................................................. 138
Table 7-2: List of Signalized Junctions ...................................................................................... 142
Table 10-1 Junctions for Improvement .................................................................................... 158
Table 10-2 Typical Junction improvements for selected junctions .......................................... 158
Table 10-3 Encroachment Removal Proposal........................................................................... 159

Table 10-4 Bridges across river Krishna .................................................................................... 160
Table 10-5 Improvement of Existing bridges across canals...................................................... 160
Table 10-6 Proposed Rail Over Bridges .................................................................................... 160
Table 10-7 Distribution of road length by road marking and traffic signage category ............ 161
Table 10-8 Estimated Capacities (PCUs per Hour) as per IRC 106-1990 .................................. 164
Table 10-9 Road widening Proposals ....................................................................................... 164
Table 10-10 Description of Existing Bypass .............................................................................. 166
Table 10-11 LOS for footpath widths ....................................................................................... 168
Table 10-12: List of Proposed Roads for Footpaths ................................................................. 169
Table 10-13: List of Proposed Roads for Cycle Tacks ............................................................... 170
Table 10-14: List of Proposed Roads for FOBs.......................................................................... 171
Table 10-15 Major Docking Station .......................................................................................... 175
Table 10-16 Location of Sub-docking Station ........................................................................... 176
Table 10-17: Proposed off street parking locations ................................................................. 177
Table 10-18 Signals at intersections ......................................................................................... 179
Table 10-19 Recommended Bus Augmentations ..................................................................... 180
Table 10-20 Existing Corridor Description ................................................................................ 184
Table 10-21: List of Proposed Truck Terminals ........................................................................ 189
Table 10-22 Short, Medium and Long Term Improvements .................................................... 190
Table 10-23 Impact of Projects Proposed ................................................................................ 191
Table 10-24 Broad Impacts of Projects..................................................................................... 191
Table 10-25 Impacts of Project Implementation...................................................................... 192
Table 11-1: Phase Wise Costing of the Proposed Projects ....................................................... 197
Table 11-2: Sharing of Funding ................................................................................................. 204

Comprehensive Mobility Plan for Vijayawada Executive Summary
EXECUTIVE SUMMARY
Amaravati Metro rail Corporation Limited, is a designated nodal agency engaged in
execution of Metro Rail in Vijayawada and Vishakhapatnam, project appraisal and obtaining
sanctions, monitoring of project implementation, etc., in Vijayawada. The detailed project
report (DPR) of Vijayawada metro rail was prepared and in-principal approval for the project
was accorded by the Government of India, wherein the requirement of preparation of
Comprehensive Mobility Plan for Vijayawada Metropolitan Area was highlighted.
Based on the orders of the Government of Andhra Pradesh, AMRC engaged Urban Mass
Transit Company for providing the consultancy services to prepare a Comprehensive
Mobility Plan for Vijayawada, which covers assessment of traffic and transportation needs
for the cities based on the present and projected transport and travel demand in the
Vijayawada Metropolitan area.
Study Area
Vijayawada is a city in Krishna district of the Andhra Pradesh. The city is one of the suburbs
of the state capital Amaravati, under the Andhra Pradesh Capital Region, and the
headquarters of Andhra Pradesh Capital Region Development Authority (APCRDA). The city
is one of the major trading and business centres of the state and hence, it is also known as
"The Business Capital of Andhra Pradesh.”
i
The city is one of the two metropolises in the state, with the other being Visakhapatnam. As
of 2011 census, the city had a population of 1,041,628, making it the second largest city in
the state in terms of population. VMC area along with the area of outgrowths and additional
villages (As per G.O) has been considered as the study area for the preparation of
Comprehensive Mobility Plan.
Data collection and Survey Findings
The data required for traffic analysis and four stage transport model were collected in to
forms viz secondary and primary data. The literature review was undertaken based on the
available past studies while the latest traffic data were collected through manual surveys.
The summary of traffic survey analysis is presented below.
No Content Unit Observation

Peak Hour factor for passenger trips at
1. Percentage 9
screen line
2. Average Occupancy for Two Wheeler Passenger / vehicle 1.7
3. Average Occupancy for Car Passenger / vehicle 3.4
Average Occupancy for Auto including
4. Passenger / vehicle 2.8
Share Auto
Average Occupancy for Auto including
5 Passenger / vehicle 5.8
Share Taxi
6 Average household income Rs /Month Rs. 14,516
Family Members /
7 Average household size 3.8
Household
8 per capita trip rate (including walk) - 1.30
9 per capita trip rate (excluding walk) - 1.02
10 Average trip length for cars Km 5.5
11 Average trip length for two wheelers Km 3.9
12 Average trip length for auto Km 4.7
13 Average trip length for public transport Km 4.4
14 Average distance travelled for cycle km 3.2
ii
No Content Unit Observation

15 Mode Share for two Wheeler (motorized) Percentage 52.0
16 Mode Share Car (motorized) Percentage 2.5
18 Mode Share Auto (motorised) Percentage 14.0
19 Mode Share by Bus (Motorised) Percentage 31.6
Service Level Benchmark for the study area
Overall LOS
S. calculated
Bench mark Inference as per MOUD Guidelines
No for Study
Area
The city has a public transport system which may
need considerable improvements in terms of supply
Public Transport
1 2 of buses/coaches and coverage as most part of the
Facilities
city is not served by it. The frequency of services
available may need improvements.
The city has pedestrian facilities which may need
Pedestrian some improvements at intersections, footpaths and
2 infrastructure 4 street lighting as some parts of the city are not
facilities served by it. The system provided is otherwise
comfortable and sustainable.
Non-Motorized
3 3 The city lacks adequate NMT facilities.
Transport Facilities
Level of usage of
Intelligent Transport
4 4 The city lacks adequate ITS facilities.
System(ITS)
Facilities
Travel speed Small increase in flow may cause substantial
5 (Motorized and 2 increases in approach delay and hence decrease in
Mass transit) arterial speed
The city authorities need to initiate immediate
Availability of
6 4 actions with respect of providing paid parking
Parking places
spaces and demand management for parking
Considerable improvements are needed in road
design and available road infrastructure, traffic
7 Road safety 3
management and in other factors which contribute
to road safety
8 Pollution levels 3 Level of pollution in a city is very low
Integrated land use City structure is somewhat coherence with the
9 2
Transport system public transport.
Financial Public transport of the city is financially sustainable
10 2
Sustainability but needs some improvements
iii
Travel Demand Forecast – Model Development
Goals
To ensure that Mobility solutions for Vijayawada region that are sustainable and in
conformity with sustainable mobility, following goals have been formulated:
Goal 1: Develop public transit system in conformity with the land use that is accessible,
efficient and effective.
Goal 2: Ensure safety and mobility of Pedestrians and cyclist by designing streets and areas
that make a more desirable, livable city for residents and visitors and support the public
transport system.
Goal 3: Develop traffic and transport solutions that are economically and financially viable
and environmentally sustainable for efficient and effective movement of people and goods
Goal 4: Develop a Parking System that reduces the demand for parking and need for private
mode of transport and also facilitate organized parking for various types of vehicles.
Transport Strategies and Proposal
Urban mobility solutions cannot be evolved by a single source strategy. The mobility goals
for Vijayawada Metropolitan Region will need to be addressed through a multipronged
approach.
Mobility Corridor Strategy and Proposal
As a part of this strategy, all important radial roads comprising Eluru Road, M.G.Road ,
Governement Hospital Road, NH-65 and Vijayawada Bypass Road are recommended as a
mobility corridors which will maximizes throughput of people, focusing on mass transport
and non-motorised traffic, rather than vehicle traffic .
Landuse and Transport Strategy and Proposal
The urban sprawl in Vijayawada has taken place in almost all the directions, barring the
south owing to the river Krishna. However a greater thrust has been observed in
urbanization of the south eastern suburbs of the city. The proposed Vijayawada Metro
system passes through two high density corridors covering over 26 km of length with 25
iv
stations. Considering 500m to 1000m radius as circle of influence, all two corridors would
have significant impact on the land use of about 26 sqkm area.
This study (CMP for VMA) envisages high density development to take place around transit
nodes/hubs. In this direction, the population and employment distribution for the horizon
year at the TAZ level takes into account the potential of several places in Vijayawada to act
as transit hubs/nodes thereby allowing for transit oriented development.
As a continuing effort in development of Metro Rail system in Vijayawada, the implementing

Authority has to take-up a study of Transit Oriented Development along the metro corridor
to capitalize the additional revenue. Once completed, such development will help the city
reap the full benefit of smart planning as well as the mass transit system. Initiation of TOD
study is required to identify transit locations and at the locations where proposed metro
and BRTS corridors are passing.
Public Transit Strategy and Proposal
As part of the public transport strategy, augmenting the city bus services would be
considered by taking 50 buses per lakh population. This is tested in the model. Increasing
the existing fleet size as well as the frequency for bus service will help the public transport
system to cater to more areas in and around the city. The services could be using different
sized buses for various segments. The proposed bus augmentation structure is presented
below.
S. Additional Fleet
Year
No Requirement
1. 2017 90
2. 2021 70
3. 2031 193
4. 2035 174
Based on the PPHPD values estimated from the transport model, the following corridors are
recommended for the introduction of BRTS in addition to the existing Corridor along
Jawaharlal Nehru Marg (1). The system will support the Metro corridors as a feeder service.
 From Benz Circle to Ramavarappadu Ring Road (2).

 Swathi Bus stand To Canal Road (3)
v
It is recommended that consideration be given to developing PNBS as a major rail and bus
terminal i.e. Multi-modal integrated terminal as important interchange points between
inter-city rail/ intercity bus/metro services. Because of space limitations these multi-modal
terminals/stations would likely involve above grade structures spanning over the railway
tracks. Subject to feasibility studies commercial and residential air-right development could
be incorporated to create significant nodal centres that would benefit from the regional
transport accessibility.
Water Transport
The IWT sector is an investment-sensitive sector. The costs involved are cost of the vessels,
fuel costs, crew salaries and maintenance costs. In order to keep the ferry services, assured
patronage from the general public is pre-requisite. Keeping this in view, it is decided to
introduce 2 routes in a phased manner over a period of 4 years (2031-2035) - the high
demand route to be introduced first and low demand route in the subsequent years. Based
on the above parameter, the route from Kanaka Durga Temple to Gollapudi would be
introduced in Phase I (2031) and the route from Ramavarappadu to PN Bus Stand would be
vi
introduced in Phase II (2035). However, a detailed feasibility is necessary for the strategy of
water transport for Vijayawada and needs to be duly taken up.
Non-Motorized Transport Strategy and Proposal
With careful understanding of availability of footpath on major corridor, it was observed

that nearly 26 km stretch comprising national and state highways require pavement
improvement. While focusing on the sustainable development in the city, we recommend
the corridors identified as mobility corridors in Vijayawada for providing cycle track on one
side of the road. Majority of the mobility corridors are recommended for dedicated cycle
tracks. As part of their infrastructure requirement and bike sharing scheme, the major
docking stations are proposed. The NMT proposals also comprise elevated walkway
between APRTC Bus Terminal to Vijayawada Railway Station and APSRTC Bus Terminal to Sri
Kanaka Durga Temple and Railway Station to Sri Kanaka Durga temple connectivity. The
approximate length is 1.1 km, 1.4 km and 0.3 km respectively.
vii
Footpath
Cycle Tracks
Freight Management Strategy and Proposal
The following 3 new IFC terminals, of about 100 ha each, are proposed. These locations are
to be developed as Integrated Freight Complexes providing for the development of
wholesale markets in all commodities at each of the locations supplemented by a good
transport system. Chinnakakani Village, Gannavaram Village and Nunna are proposed for
the development of freight terminals.
viii
Parking Strategy and Proposal
The parking in the city, especially in the core area has become a serious concern and needs
immediate attention. Because of the limited parking land reservation available on ground,
the existing public spaces like gardens can be considered for underground parking so as to
serve dual purpose.
Following are the sites which may be considered for the off-street parking locations.
However, the detailed feasibility study should be undertaken for finalizing the locations.
However, 2 MLCPs are proposed at Railway Station East 1 and PNB bus stand in order to
cater to the rising demand for Parking
Proposed off street parking locations
S. No. Site Location Approximate Land Area Parking type

1 Bus Stand Entrance 146 MLCP
2 Bus Stand - Two Wheeler Stand 146 Surface
3 Bus Stand - 2nd Parking 182 Surface
4 Railway Station - Eluru Road Side 139 Surface
5 Railway Station - East Side – 1 146 MLCP
ix
S. No. Site Location Approximate Land Area Parking type

6 Railway Station - East Side – 2 146 Surface
7 Railway Station - West Side 153 Surface
8 Railway Station - K.R.Market 267 Surface
Traffic Engineering and Management Strategy and Proposals
The traffic level at junctions like Gollapudi Junction Ramesh Hospital Junction Benz Circle,
Mahanadu Junction and NTR Statue Junction has already reached the 10000 PCU during the
peak hour. The situation will deteriorate considerably in a year. Hence junction
improvements need to be considered as part of the short term improvement plan. However,
provision of grade separator might not be required as majority of the traffic is through-
traffic.
As a part of traffic management strategy, it is also recommended to remove the

encroachment on Bandar Road, Eluru Road, Nunna Road and Vidyadharapuram Road.
Almost 75% of surveyed network requires substantial improvements in providing proper
sinages and markings.
Project Phasing: Short, Medium and Long Term Improvements
All the proposals are broadly grouped under three categories based on their usefulness. The
usefulness of Long Term Improvement will last for more than 10-15 years while for Medium
Term Improvements, the usefulness of these improvements will last for about 5-10 years.
Short Term Improvements are the one that need to be reviewed and revised within 5 years
as per the requirement.
x
Phasing Cost in Crores

Projects
Short term Medium Term Long term
2016-2021 2021-2031 2031-2035
Traffic Engineering and Management 130.63 30.12 134.2
Public Transport and Network Improvement 121 241.41 142.83
Mass Transit 118.85 126.9 18.15
Total phase cost 370.48 398.43 295.18
Total CMP Project Cost 1064.10 Crores
Anticipated Impact of Proposed Projects
Projects evolved in CMP will help to achieve sustainable development goals by means of
reducing private mode share and travel time. The anticipated impacts of proposed projects
are presented below:
Private Average
IPT PT Speed
vehicle Trip Average
Scenario Share Share (in
share length V/C
(%) (%) Kmph)
(%) (PT) (km)
Base Year - 2015 54.9% 14.1% 31.0% 4.8 22.9 0.57
Do Nothing - 2035 54.8% 14.4% 30.8% 4.9 19.6 0.94
Do Nothing + Committed 50.4% 14.5% 35.1% 5.0 22.5 0.65
Projects - 2035
Do Nothing + Committed
Projects + Proposed Projects + 47.5% 14.3% 38.1% 5.7 23.6 0.62
Transit-Oriented Development -
2035
Institutional Framework and Source of Funding
With a view to coordinate all urban transport activities in the city, it is recommended that a
Urban Metropolitan Transport Authority (UMTA) be set up at the city level that acts as a
planning and decision making body for all matters related to urban transport in the city. It is
also recommended that the city level UMTA be set up on an executive order for the ease of
formation however, it must be given a legal backing so that its functioning falls under an act
xi
and commands greater authority. UMTA shall have to avail the services of an expert team of
traffic and transportation planners, engineers, urban planners and other technical advisers.
In order to strengthen its human resource, UMTA shall have to form a schedule of officers
and employees whom it shall deem it necessary and proper to maintain for the purposes of
UMTA Act. In addition to this, various powers related to appointment, promotion,
suspension, etc shall also have to be worked out as per the Government’s schedule. Any
local investment proposal that would require funding/part funding from the Local
govt./State Govt. could be posed to the UTF for financial support.
xii
1 INTRODUCTION
1.1 Study Background
Amaravati Metro Rail Corporation Limited (AMRC), is a designated nodal agency

engaged in the execution of Metro Rail in Vijayawada and Vishakhapatnam, project
appraisal and obtaining sanctions, monitoring of project implementation, etc., in
Vijayawada. The detailed project report (DPR) of Vijayawada metro rail was prepared
and in-principal approval for the project was accorded by the Government of India,
wherein the requirement of preparation of Comprehensive Mobility Plan (CMP) for
Vijayawada Metropolitan Area was highlighted.
Based on the orders of the Government of Andhra Pradesh, AMRC has engaged Urban
Mass Transit Company Limited (UMTC) for providing the consultancy services to
prepare a Comprehensive Mobility Plan for Vijayawada, that should cover assessment
of traffic and transportation needs for the city based on the present and projected
transport and travel demand in the Vijayawada Metropolitan area.
The following paragraphs detail out the overall objectives and the detailed scope of
work under this CMP project.
1.2 Comprehensive Mobility Plan and its Objectives
A Comprehensive Urban Mobility Plan is a strategic sustainable plan that builds on

existing planning practices and takes due consideration of integration, participation,
and evaluation principles to satisfy the mobility needs of all people today and
tomorrow arising from business growth of the study area, for a better quality of life in
cities and their surroundings.
The CMP thus, provides technological as well as planning strategies to meet the
mobility and accessibility demands of the city.
1
CMP’s focus would be:
 On providing accessibility for all kinds of people

 On emphasizing the importance of pedestrian facilities, NMT measures and
Public Transport systems
 On increasing the efficiency and cost-effectiveness of the transportation of
persons and goods
 On integration Land use development and transport systems
 On effective and sustainable urban development
 On enhancing the attractiveness and quality of the urban environment.
 On reducing pollution, greenhouse gas emissions and energy consumption.
CMP WILL NOT DO
 Detail cost estimates

 Station location and size
 DPR
 Detail Traffic Engineering Plans
Accordingly, the overall objective of the CMP is to provide a long term strategy, which
ensures desirable mobility, safety and accessibility to people across gender and socio-
economic profiles.
1.3 The Scope of Work

The Scope of work for the study is broadly as per revised tool kit for Preparing
Comprehensive Mobility Plan of MoUD and other relevant guidelines issued by MoUD.
The detailed scope of work as defined as part of this study is to:
a) Define objectives of the Mobility Plan and delineate Planning Area and Horizon
of the Mobility Plan.
b) Conduct Demand-Supply gap analysis of transportation needs and related
infrastructure over the planning horizon.
c) Assess existing problems and issues for mobility of people and goods within the
study area.
d) Define Mobility Vision and Goals for the study area and identify strategies and
Action Plan for achieving the Vision.
2
e) Identify projects and policy measures that the city authorities would need to
implement as part of the Mobility Plan.
f) Prepare a Mobility Plan Implementation Program involving stakeholder’s
consultation.
g) Identify immediate traffic improvement measures in the city, but not limited to
following categories:
 Intersection Improvements
 Road Medians
 Resurfacing of Roads/Footpaths
 Street Lighting
 Provision of Bus Stop Signs and Boxes
 On Street Parking Management
 Encroachment Removal
 One-way Schemes
 Foot Over Bridges
 Area Traffic Improvement Plans
Table 1-1 shows the detailed tasks involved in addressing the scope items.
Table 1-1 Scope of Work for Vijayawada CMP
Scope of Work Detailed tasks involved

(i) Define objectives of the Review of all secondary data collected from the
Mobility Plan and respective agencies/authorities.
delineate the Planning Task 1: Delineation of the Planning area and the
Area and Horizon of the Planning horizon
Mobility Plan.
Task 2: Define Objectives & Vision of the Mobility
Plan
Assessment of base year mobility pattern, transport
(ii) Data Collection and
infrastructure and transport demand and supply.
Analysis of the existing
Urban Transport Task 3: Review of the City Profile, Delineation of
Environment. Traffic Analysis Zones and Review of Landuse Pattern
& Population Density
Task 4: Review of the Existing Transport Systems
Task 5: Data Collection for assessing Demand and
Supply
Task 6: Study of Existing Travel Behavior
Task 7: Review of Energy and Environment
3

Task 8: Analysis and Indicators
(iii) Development of Business Scenario development and evaluation based on travel

As Usual (BAU) Scenario. and socio-economic characteristics, along with
forecasting travel demand based on the scenario
Task 9: Framework for Scenarios
Task 10: Socioeconomic Projections
Task 11: Land-use Transitions
Task 12: Transport Demand Analysis
Task 13: Technology Transitions
Task 14: Model Framework
Evaluation of different technology and strategy
(iv) Development of based solutions to achieve the goals of CMP, based
Sustainable Urban on travel demand and CO2 emission levels from urban
Transport Scenarios transport for each scenario
Task 16: Framework for Scenarios
Task 17: Strategies for Sustainable Urban Transport
Scenario
Task 18: Transport Demand Analysis of Alternative
Strategies for Sustainable Urban Transport
Task 19: Technology Transitions under a Low Carbon
Scenario
Task 20: CO2 Emissions and Air Quality
Impact assessment of all technology and strategies
(v) Development of Urban on socio-economic characteristics of the city.
Mobility Plan
Proposals for long term, medium term and short term

policies, technologies and transport infrastructure
projects, based on results from their respective
impact assessments
4
Task 22 : Integrated Landuse and Urban Mobility Plan

Task 23 : Formulation of the Public Transport
Improvement Plan
Task 24: Preparation of Road Network Development
Plan & NMT Facility Improvement Plan
Task 25: Preparation of Mobility Management
Measures
Task 26: Preparation of Regulatory and Institutional
Measures
Task 27: Development of Fiscal Measures
Task 28: Mobility Improvement Measures and NUTP
Objectives
(vi) Preparation of the Estimation of costs for the proposals and preparing
Implementation Program an investment plan and implementation plan for
successful execution
Task 29: Preparation of Implementation Programs
Task 30: Identification and Prioritization of Projects
Task 31: Funding of Projects
Task 32: Monitoring of CMP Implementation
This Draft Final Report is organised into 12 Sections as outlined below:

Section 1: Describes the Background and Need for CMP in Vijayawada
Section 2: Describes Study Area Profile based on preliminary site visits and secondary data
Section 3: Describes Primary surveys adopted for the data collection
Section 4: Presents the analysis of Primary survey data
Section 5: Presents the Performance Bench Marks for Urban Transport in Vijayawada
Section 6: Describes the steps in the development of Transport Model
Section 7: Presents the Short Term Proposals and Recommendations for the study area
Section 8: Describes the Transport Strategies devised for the study area
Section 9: Describes the Project Proposals devised for the study area
5
Section 10: Describes the Implementation Plan for the Projects proposed
Section 11: Describes the suggestive Institutional Framework for Vijayawada
6
2 STUDY AREA PROFILE

2.1 About City
Vijayawada is a city in Krishna District of the Andhra Pradesh. The city is one of the
suburbs of the state capital Amaravati, under the Andhra Pradesh Capital Region, and
the headquarters of Andhra Pradesh Capital Region Development Authority (APCRDA).
The city is one of the major trading and business centres of the state and hence, it is
also known as "The Business Capital of Andhra Pradesh.”
Figure 2-1: Study Area – Location
7
The city is one of the two metropolises in the state, the other being Visakhapatnam. As
of 2011 census, the city had a population of 10,41,628, making it the second largest city
in the state in terms of population.
Figure 2-2 Study Area

As per the draft notification of Government of Andhra Pradesh, provided by AMRCL,
the area covered by Vijayawada Municipal Corporation and contiguous areas are
considered as the study area for the preparation of CMP (as shown in Figure 2-2):
a. Area covered by the Vijayawada Municipal Corporation;

b. Vijayawada Rural Mandal areas consisting of following villages:
1. Nidamanuru
2. Erikapadu
3. Prasadampadu
4. Ramavarappadu
5. Kanuru
6. Poranki
8
7. Panamaluru
Based on the above notification, Vijayawada Metropolitan area was delineated

covering an area of 104.8 sq.km.
2.2 Regional Setting
Vijayawada is an important regional transportation hub. Road network radiates from

Vijayawada along seven main routes to the regions. A well-developed regional road
system (National and State Highways and District roads) connects Vijayawada to other
parts of the state and the country. Important amongst them are the Chennai Road
(NH-16), Hyderabad Road (NH-65), Kolkata Road (NH- 16), Machilipatnam Road (NH-
65), Prakasham Barrage Road, Nynavaram Road and Nuzivedu Road.
The NH-16, adjacent to the capital region, is envisaged to provide better connectivity
to the rest of the state. The study area connectivity details are shown in Figure 2-3.
Distances from various urban centres are presented in Table 2-1.
Table 2-1 Vijayawada – Distance from other Urban Centers

S. No City Distance (Km)
1 Hyderabad 275
2 Chennai 450
3 Kurnool 340
4 Visakhapatnam 350
9
Figure 2-3: The Study Area-Linkages
2.3 Growth Pattern

Vijayawada has been primarily growing towards east, west and north along NH-65 and
NH-16. The region towards south did not develop further owing to the physical barrier-
Krishna River. Figure 2-4 shows the growth pattern of Vijayawada between 1973 and
2013 which is radial form in all the three directions except on south.
10
Figure 2-4: Urban Sprawl of Vijayawada 1973 to 2009

(Source: K. Sundarakumar et al. / International Journal of Engineering Science and
Technology (IJEST))
2.4 Land-use
2.4.1 Urban Control Area
Land-use composition in Vijayawada covering 61.88 Sq. Km comprises 37.53 Sq. Km as
developed area and 24.35 Sq. Km in undeveloped area. The developed area mainly
consist of residential, commercial, Industrial, public, semi-public, institutional,
recreational roads, railways, canals, water bodies and vacant lands. The undeveloped
area mainly covers agricultural area, river water bodies, hills and other vacant lands.
2.4.2 Existing Land-use Distribution
A zonal development plan was prepared for Vijayawada in the year 2004 considering
the developments pre-bifurcation of the state and capital city formation. A new
master plan is under preparation for overall CRDA region post bifurcation of the state.
Hence, for the purpose of study, land use distribution for the base year 2015 has been
11
extrapolated based on the data availability for the year 2004 and 2021. A study of
Land-use pattern in the developed area of Vijayawada reveals that major portion
(54.9%) occupied by residential land-use followed by land under transportation
(19.7%), public and semi-public use (9.0%).
2.4.3 Proposed Land-use Distribution

The proposed land-use distribution as per the Vijayawada zonal development plan
(2021) is shown in Figure 2-5. It is observed that major portion (50%) occupied by
residential land use followed by land under transport & Communication (13.3%),
Public & Semi-public (6.1%).
Figure 2-5: Proposed Land-use Profile of Vijayawada-2021
2.5 Demographic Profile

The population of Vijayawada has increased nearly threefold from 1971 to 2011. This
can be attributed to economic factors leading to better employment opportunities.
The 1981-1991 decade recorded a peak decadal growth rate of 52%, which was
essentially due to influx of migrated population from the nearby villages. Thereafter,
the population increased steadily. Table 2-2 shows the population of Vijayawada over
the years.
Table 2-2: Population Statistics of Vijayawada (1971-2011)

Year Population Decadal Growth Rate (%)
1971 3,17,258
1981 4,61,772 45.6%
1991 7,01,827 52.0%
12
Year Population Decadal Growth Rate (%)

2001 8,45,217 20.4%
2011 10,41,628 23.2%
Source: Census of India - 2011
The study area consists of Vijayawada Municipal Corporation, Out Growths and other
Villages/Census Towns.
Table 2-3 Population statistics of Study Area (2011)
Village/ Census Town Population
Vijayawada Municipal Corporation (VMC) 10,41,628
Enikepadu (OG) 11,039
Nidamanuru (OG) 49,006
Penamaluru (OG) 10,375
Kanuru (CT) 13,170
Poranki (CT) 25,545
Prasadampadu (CT) 13,941
Ramavarappadu (CT) 22,222
Total 11,86,926
Source: Census of India - 2011
According to Census-2011, the population of Vijayawada Municipal Area was 10,41,628
with a density of 168 persons per ha. The developmental in trade, commerce, industrial
activity and transportation along with recreational, medical, educational and
employment, as planned for the future, has a potential to attract more people to the
city.
2.6 Transportation System

2.6.1 Road Network
Vijayawada city has a dense road network. The arterial roads of the city are
reasonably wide. Vijayawada has two National Highways (NH-16 and NH-65), 6 major
roads and one bypass road. In addition, the city has various sub-arterial roads. The
major roads are:
 Bandar Road
 Eluru Road
 G.S.Raju road
 C.K. Reddy Road
13
 Nehru Road
 Tunnel Road
In addition to the above, other important roads are:
 Crombay road  Polyclinic Road

 Ambedkar Road  Christurajapuram Road
 Canal Road  Museum Road
 Besant Road  Nakkala Road
 Sambamurthy Road  Dornakal Road
 Stadium Road  Gurunanak Road
 Visalandhra Road  SN Puram Railway Track Road
 A.S. Rama Rao Road
The city roads have an intense development of commercial activities. They attract a
lot of vehicular and pedestrian movement resulting in traffic congestion and a large
scale of parking.
Figure 2-6: Vijayawada Railway Station

The study area is well connected with main line railway from various parts of the
country. The Vijayawada station is one of the biggest railway junctions catering to
14
both passenger and goods movement from different parts of the state and the
country. The Vijayawada railway station is a junction of railway lines from five
directions. They are listed below:
 Vijayawada - Guntur - Guntakal - Hubli/ Bangalore

 Vijayawada - Tenali - Gudur - Tirupati/Chennai
 Vijayawada - Gudivada - Narsapur/ Machalipatnam
 Vijayawada - Rajahmundry - Vizag - Howrah
 Vijayawada - Warangal - New Delhi / Secundrabad
2.6.2 Airways
Vijayawada city has one domestic airport situated near Gannavaram, 18 km away
from the city. Currently, Air India, Indigo, Air-Costa, Spice jet and Jet Airways are
serving as domestic air travel service providers.
2.6.3 Inter City Bus Transport

Numerous APSRTC buses operate from Vijayawada for short as well as long distance
travel. Currently, the city has authorized APSRTC bus terminal cum depots. Private
buses do not have any designated terminals and hence they operate from on-street
facilities in Vijayawada.
An increase in number of Tata Magic cabs and auto rickshaws are causing excess road
congestion and also discouraging use of public bus transport between city and
surrounding villages.
2.6.4 Local Transport

City buses, auto rickshaws, three-wheelers and cycle rickshaws provide public
transport service in Vijayawada city. Amongst these, the city bus service is the
predominant mode of public transport within and outside the city. Andhra Pradesh
State Road Transport Corporation (APSRTC) is the main body behind the operation of
CBS, which operates three types of services: sub-urban, Mofussil and CBS, which
operate from five depots.
APSRTC operates the buses within the urban area on approximate 95 routes. A fleet
size of approx. 680 buses plies on these routes. The service connects most of the
15
major nodes/activity areas, business centres, education hub/areas, major

terminals/interchanges and major residential areas of the city. The service span for
the city buses is about 18 hours in a day (from morning 5.00 am to 11.00 pm) with
variance in frequency during peak/off-peak hours.
Figure 2-7: APSRTC Buses

Auto rickshaws, taxi and cycle rickshaws provide the para-transit connectivity in the
city.
2.6.5 Terminals and Stands

i. Bus Stand and Bus Stops: Vijayawada is connected to many cities with high
frequency non-stop bus services.
ii. Taxi / Pvt. Bus Stands: Absence of planned taxi and private bus stands in
Vijayawada has resulted in operations of private buses from the main roads.
Most of private buses operate from major arterial roads of Vijayawada.
iii. Auto-Rickshaw Stands: Vijayawada has many un-authorized auto rickshaw
stands.
iv. Shared-Auto Taxi Stands: Traffic police have identified and located stoppages for
the shared auto rickshaws. However, it is observed that these stands are not
16
properly developed. In addition, these shared taxis stop randomly to pick/drop

passengers in study Area.
v. Truck terminals: The study area has two truck terminals; however, they are not
completely developed with respect to infrastructure facilities to handle the cargo
and truck movements within the terminals.
2.6.6 Parking Characteristics

In the recent years, there has been an increasing trend of owning personalised
vehicles leading to high demand for parking. The city is characterised mainly by on-
street parking with a large number of small parking lots near commercial areas. The
haphazard parking occupies considerable road space leading to road congestion and
inconvenience to the road users. Parking demand is high on Eluru Road, Bandar Road,
Kaleswar Rao market, BRP Road, Canal Road, Railway station west booking, NTR
complex on Prakasham Road and cross roads of Besant Road form Eluru Road to MG
Road. In view of improving parking situation in Vijayawada area, a number of studies
have recommended development of well-organized on-street parking with modern
facilities at various locations within and outside Vijayawada city. Overall, there is lot of
demand for parking especially for two wheelers and cars. Although, pay and park on-
street facilities are there, it is seen that a well-planned parking policy and
management are absent. Existence of such policies will regulate the parking patterns
as well as discourage the use of personalised vehicles in congested areas.
2.6.7 Tourist Destinations

Vijayawada is one of the important tourist destinations due to Kanaka Durga Temple, Bhavani
Islands, Gunadala Mary Matha Church, etc.
Sri Kanaka Durga Temple: Sri Kanaka Durga Temple is a famous Hindu Temple of
Goddess Durga located in Vijayawada, Andhra Pradesh. The temple is located on the
Indrakeeladri hill, on the banks of Krishna River. The temple is just a 10 minute drive
from the railway station and Bus stand and about 20 km from airport.
17
Bhavani Island: Bhavani Island situated in the midst of the Krishna River, at
Vijayawada. It is located at the upstream of Prakasam Barrage and is considered as
one of the largest river islands.
Gunadala Church: Gundala Mary matha church always holds a special place in
Vijayawada as one of the most popular churches and piligrim places for christians. It
has the rare distinction of having an iron cross set up on the hill top. It houses a
museum having a collection of ancient holy relics and precious gifts. The shrine is filled
on Sundays and other important festivals and occasions. The annual feast for Our Lady
of Lourdes is celebrated with devotion and gaiety.
2.6.8 Population Projections

Population projections are carried out by various methods to identify the most
appropriate method for projecting the future population. The various methods
considered are Arithmetic Increase method, Geometric Increase Method, Incremental
18
Increase Method and Component Method. All the methods are explained and
projections by each method are presented below:
Arithmetic Increase method
This method is based on the assumption that the population is increasing at a constant
rate, i.e. the rate of change of population with time is constant. From the population
data for the last 4 to 5 decades, the average increase per decade is calculated which is
then used as the design rate of increase for calculating the design population. This
method is of limited value and may be useful for smaller design periods for old and
very large cities with no industries and which have practically reached their maximum
development. For developing areas, which develop faster than the past, this method is
likely to give low results.
Geometric Increase Method
In this method, it is assumed that the percentage increase in population from decade
remains constant. Therefore, the average value of the percentage increase is
calculated and the future populations are calculated at this rate. For a young city,
which at present is expanding at a faster rate, this method may give very high results
and is useful for old developed cities.
Incremental Increase Method
In this method the average increase per decade is found out. The average incremental
increase for each decade is also found out. The future population is calculated from
the average increase and average incremental increase of population. This method is a
combination of the above two methods and therefore gives the advantages of both
and hence gives satisfactory results.
Component Method
The component method uses the components of demographic change to project

population growth. In this method, it is assumed that the percentage increase in
population from decade is found out and growth of population age groups, sex,
ethnicity, fertility, mortality and migration are also found. The same is used and the
future populations are calculated at this rate. This is a universally accepted method of
19
making population projections because of the fact that the growth of population is
determined by fertility, mortality and migration rates. Hence this method gives
satisfactory results.
2.7 Population Forecast for Vijayawada

Historical or Time series data of Population of Vijayawada is presented in Table 2-3.
According census the population from 1971 to 2011 is almost increased 3 times in
Vijayawada. Considering the optimistic scenario and also the different population
projection methods, Population for the horizon year (2035) is calculated. The
projected population is presented in the Table 2-4.
Table 2-3: Historical Data of Population for Vijayawada

Year Population
1971 317258
1981 461772
1991 701827
2001 845217
2011 1041628
Source: Census of India
Figure 2-8: Population Growth Rate for Study Area
20
Table 2-4: Population Projections for Study Area
Ramavarappadu
Prasadampadu
Nidamanuru
Penamaluru
Study Area
Vijayawada
Enikepadu
Poranki
Kanuru
Year
Arithmetic Increase Method

2015 1114065 12077 54248 10998 13868 27890 15353 24460 1272959
2021 1222721 13633 62111 11933 14914 31406 17472 27818 1402008
2031 1403813 16227 75217 13492 16659 37268 21003 33414 1617093
2035 1476250 17265 80459 14115 17356 39612 22415 35652 1703124
Geometric Increase Method
2015 1053449 11207 50089 10458 13258 25915 14208 22647 1201231
2021 1071180 11459 51713 10584 13390 26470 14610 23285 1222691
2031 1101570 11896 54570 10796 13613 27429 15310 24400 1259584
2035 1114071 12077 55776 10883 13703 27827 15604 24867 1274808
Incremental Increase Method
2015 1118909 12356 56812 11288 14083 28643 15948 25746 1283785
2021 1240020 14631 71266 12969 15682 34096 19597 32409 1440670
2031 1455710 17723 88949 15045 17811 41302 24191 40300 1701031
2035 1546830 18960 96022 15875 18662 44184 26028 43456 1810017
Component Method
2015 1132428 11955 59090 11341 13840 28079 16124 27502 1300359
2021 1283681 13474 78238 12963 14909 32359 20055 37867 1493546
2031 1581982 16446 124906 16195 16877 40990 28850 64525 1890771
2035 1719884 17811 150609 17704 17735 45056 33367 79858 2082024
Source: Census of India and UMTC Estimates
Considering the growth drivers and in order to arrive at future population for
Vijayawada, population projection was done for major urban core areas using various
methods. The past growth trend was considered to arrive at a method for projection
of population in all the areas. The Core area is expected to grow very fast due to new
proposed capital city and upcoming investments at nearby/surrounding areas. Hence,
considering the density levels and growth potential, incremental increase method
(highlighted in green colour) is considered for the projection.
Table 2-5 represents the CAGR considered for Population Projections of the study area
encompassing Vijayawada Municipal corporation and 7 other outgrowths and census
towns. In the calculations, the CAGR considered for Vijayawada for the years 2011-35
was 1.7%.
21
Table 2-5: CAGR of study area

CAGR – for the study area
Ramavarappadu
Prasadampadu
Nidamanuru
Penamaluru
Vijayawada
Study Area
Enikepadu
Poranki
Kanuru
Year
1981-1991 4.3% 5.2% 6.0% 1.9% 2.1% 3.1% 5.5% 4.5% 4.3%
1991-2001 1.9% 5.3% 5.8% 1.9% 1.8% 6.5% 5.5% 4.5% 2.2%
2001-2011 2.1% 2.0% 4.8% 2.3% 1.2% 2.4% 3.7% 5.5% 2.3%
2011-2035 1.7% 2.3% 2.8% 1.8% 1.5% 2.3% 2.6% 2.8% 1.8%
2.8 Accident Data

The accident data of the study area was collected from the Traffic Police Department.
Time series accidental data is collected and is presented in Table 2-6. It is observed
that accidents are more in the year 2014 as compared to previous years.
Table 2-6: Time Series Accident Data, Vijayawada
S. No Police Station 2012 2013 2014
1 I TOWN PS 107 108 42

2 II TOWN PS 36 53 69
3 GR PET PS 58 54 51
4 SR PET PS 57 55 58
5 IBRAHIMPATANAM PS 141 117 152
6 BHAVANIPURAM PS 46 61 140
7 SN PURAM PS 124 88 74
8 KRISHNA LANKA PS 166 137 121
9 MACHAVARAM PS 112 108 139
10 PATAMATA PS 218 203 197
11 NUNNA PS 57 43 52
12 AJITH SING NAGAR PS 20 33 68
13 PENAMALURU PS 135 113 110
14 GANNAVARAM PS 98 121 110
15 KANKIPADU PS 62 65 68
16 UNGUTURU PS 54 44 59
17 VUYYURU TOWN PS 36 29 38
18 VUYYURU RURAL PS 17 19 29
19 THOTLA VALLURU PS 17 19 21
20 PAMIDIMUKKALA PS 26 23 22
TOTAL 1,587 1,493 1,620
Source: Office of Superintendent of Police, Vijayawada
22
Accidents in each year have increased compared to the previous year. The
heterogeneity and magnitude of vehicle population, the unpredictability of human
behaviour, the economic constraints, poor road geometry at certain locations and
deficiencies in vehicle design are some of the factors leading to road accidents.
2.9 Socio Economic Data

Work Participation Rate:
Work participation rate (WPR) for Vijayawada is presented in Table 2-7. It is observed
that Vijayawada has a WPR of 36.84%.
Table 2-7: Work Participation Rate in Vijayawada

City/Town Population 2011 Workers 2011 WPR (%)
Vijayawada 1,041,628 383,705 36.84
Source: Census, 2011
2.10 Industrial Status of Krishna District

Industrial scenario of Krishna District is given in Table 2-8.
Table 2-8: Industrial Scenario of Krishna District
S. No. Head Unit Particulars
1 Registered Industrial Unit No. 6900

2 Registered Medium & Large Unit No. 80
Estimated Avg. No. Of Daily Worker
3 No. 56950
Employed In Small Scale Industries
Employment In Large And Medium
4 No. 16800
Industries
5 No. Of Industrial Area No. 17
Source: MSME-Development Institute, Ministry of MSME, Govt. of India.
2.11 Education and Health Care

Both government and private educational institutions are present in the city.
Vijayawada Municipal Corporation takes care of the government educational
institutions.
SRR & CVR Government College, School of Planning and Architecture, MIC College of
Technology, Prasad V. Potluri Siddhartha Institute of Technology, Nalanda Degree
College, Maris Stella College, P.B.Siddhartha College of Arts and Sciences, Andhra
23
Loyola Institute of Engineering & Technology, etc., are some notable institutions
serving the city and villages in its vicinity.
2.12 Existing Guidelines, Legal Framework and Standards of GoAP / GoI

In the federal structure of the Indian polity, the matters pertaining to urban
development have been assigned by the Constitution of India to the State
Governments. The Constitution (74th Amendment) Act has further delegated many of
these functions to the urban local bodies.
However, the Govt. of India plays a much more important role and exercises a larger
influence to shape the policies and programs of the country as a whole. The national
policy issues are decided by the Govt. of India which also allocates resources to the
State Governments through various Centrally Sponsored schemes provides finances
through national financial institutions and supports various external assistance
programs for urban development in the country as a whole. Policies and programme
contents are decided at the time of formulation of Five Year Plans. The indirect effect
of the fiscal, economic and industrial location decisions of the Govt. of India exercise a
far more dominant influence on the pattern of urbanization and real estate
investment in the country.
The Ministry of Urban Development is the apex authority of Government of India at

the national level to formulate policies, sponsor and support programme, coordinate
the activities of various Central Ministries, State Governments and other nodal
authorities and monitor the programs concerning all the issues of urban development
in the country. MoUD prepared the various guidelines for the mobility improvement
of the cities.
Government of Andhra Pradesh (GoAP) enacted Town & Country Planning Act (T&CP
Act), 1920. The Directorate of Town & Country Planning (DTCP) headed by the
Director is functioning under the Andhra Pradesh T&CP Act, 1920. The Directorate of
Town and Country Planning has two distinct functions, one under urban front and the
other on the rural front. Inspect of urban area particularly the Municipal towns are
planned and regulated under the provisions of APTP Act,1920 under the provisions of
local body acts, viz., Municipal Corporation Act, Andhra Pradesh Municipalities act and
24
A.P Urban Areas (Development)Act. In respect of Rural Areas, the developments are
regulated under the provisions of Andhra Pradesh Panchayat Raj Act, 1992 in respect
of approval layouts and granting permissions for industries and installations.
This provision has been made for the purpose of better planning and regulating of
development and land-use, for preparation of Regional Plans and Master Plans and
implementation thereof.
Other than the MoUD Guidelines the study uses IRC guidelines:
IRC SP41: Guidelines for the design of intersections in Rural and Urban Areas
IRC 35: Code Practice for Road Markings
IRC 67: Code Practice for Road Signs
IRC 93: Guidelines on Design and installation of Road Traffic Signals
IRC 103: Guidelines for Pedestrian Facilities
IRC 106: Guidelines for Capacity of Urban roads in plain areas
25
3 PRIMARY SURVEYS – DATA COLLECTION

3.1 Zoning of the Study Area
The first step in analysis of the study area is to demarcate the study area itself. The
study area should encompass all the existing and potential areas that would see
growth/development during the study period, having an impact on the transportation
system. Majority of the trips originating and destining should be inside the cordoned
study area.
The imaginary line representing the boundary of the study area is termed as “external
cordon”. Origin-Destination data is collected from road side interview survey thus
helping to complete the information got from Household Interview Survey of External
to External, External to Internal and Internal to external captured in the surveys
organized at Cordon points.
The region within the outer cordon consists of several sub regions/areas/jurisdictions
like Municipal corporations, Municipal councils etc. Each Sub area has its specific
economic and travel characteristics. Besides, they have an independent administrative
set up that enables them to prepare their own strategies for development. They co-
exist in the region and have interdependency and form vital components of Local
Planning area. The travel demand model that is to be developed for the whole region
is to enable to capture the individual characteristics of the sub areas as well regional
flows that pass through them.
3.2 Traffic Analysis Zones (TAZ)

Traffic Analysis Zones are used to aggregate the individual households and premises
into manageable localities for modelling purposes. The two main things that need to
be decided are the number of zones, and their size. The greater the number of zones,
the smaller they can cover the study area and the better they capture traffic
management schemes.
It is to be noted that for modelling purpose, all the properties and attributes of each
zone are concentrated in a single point called the zone centroid. These centroids are
attached to the network through centroid connectors, also known as Dummy Links.
26
Generally the following criteria are adopted for fixing zoning scheme.
 The zoning is to be compatible with other administrative divisions, such as

census, electoral and other municipal boundaries.
 They are to be as homogenous as possible in respect of land use or
population composition and trip generation characteristics.
 The shape to represent natural catchment of area of the network
 They could be of similar dimensions in respect of population, travel time
units, and therefore will generate smaller zones in congested area, than in
open areas.
Census and Electoral and other Administrative boundaries of municipal wards are
considered appropriate in order to fix up the internal zoning scheme. Table 3-1
presents the Traffic Analysis Zones:
Table 3-1: Traffic Analysis Zones

S. TAZ
Details
No. No.
Internal Zones
1 1 Caramel Nagar, Lenin nagar, Gandhiji colony, Urmilanagar
Bharathi nagar, Currency nagar, Vijaya lakshmi colony, Subbarao colony,
2 2 A.P.I.I.C Colony, Srinivasa Nagar Bank Colony, N.T.R Colony, Gurunanak
Colony
Gundala, Christurajupuram, Veternary Colony, LIC Colony, Film Colony,
3 3
Jayaprakash Nagar, Loyola Gardens
4 4 Bethelham Nagar, Ludhu Nagar, Machavaram Hill
5 5 Machavaram, Maruthi Nagar, Machavaram Hill
6 6 Machavaram (Pragathi Public School Road)
7 7 Mogalraj Puram Hill Area, Christuraju Puram Hill Area, Kasturibai Pet
Patamata, Mogal Raj Puram, Siddhardha Colony, Gayatri Nagar, K.P. Nagar,
8 8
Teachers Colony
Postal Colony, R.R Gardens, Auto Nagar, Muruthi Colony, Vasavya Colony,
9 9
lncome Tax Colony
New R.T.C Colony, Krishna Nagar, Sanjay Gandhi Colony, Ayappa Nagar, K.P.
10 10 Nagar, Treasury Employes Colony, Chowdary Pet, Ashok Nagar Pandari
Puram
Patamata, Santhi Nagar, J.D.Nagar, Lakshipathi Nagar, Sivasankar Nagar,
11 11
New R.T.C Colony, Electricity Colony, Ramaduth Nagar
Patamata, Patamata Lanka, Ambedkar Nagar, Purnachandra Rao Nagar,
12 12
Darsipet-1, Darsipet-2
Patamata Lanka, Pakeer Gudem, Mogal Raja Puram, Brundavan Colony,
13 13
Gupth Colony, New Postal Colony
14 14 Balaji Nagar, Ramalingeswara Nagar
15 15 Ranigari Thota, Balaji Nagar, Guntur Bapanaiah Nagar
16 16 Ranigari Thota
17 17 Labbipet, Punnama Thota, Police Quarters
18 18 Giri Puram, Wood Pet, Badava Pet, Labbi Pet, SBI Colony
27
S. TAZ
Details
No. No.
19 19 Surya Rao Pet, Kasturibai Pet, Mogal Raj Puram
20 20 Arandal Pet, Durga Agraharam, Seetaram Puram
21 21 Governer Pet, Surya rao Pet
22 22 Krishna Lanka Part
23 23 Krishna Lanka
24 24 Bramarambha Puram, Krishna Lanka
25 25 Mallikharjunapet
26 26 Vidhyarapuram, Sanjay Gandhi Labour Colony, Kamakoti Nagar
27 27 Bhavani Puram, Lorry Stand, Karakatta, Out Agency, Nulaka Peta
Priyadarsani Colony, H B Colony (Phases - 1,2,3), Bhavani Puram, Police
28 28 Colony, Telephone Colony, Lalitha Nagar, Ramanagar Huts, Milk Colony,
Teachers Colony
Kabela, Rotary Nagar, Baghatsingh Nagar, Bramaiah Nagar colony, R.R
29 29 Nagar, Joji Nagar, Ekalya Nagar, Urmila Subba Rao Nagar, Iron Yard, Kanaka
Durga Reddy Colony, Ramanagar Huts, Prajasakthi Nagar
30 30 Lambadipet, Syndicate Bank Colony, Rajiv Sharma Nagar, Hutting Area
31 31 K.L Rao Nagar, Railway Quarters
32 32 Kothapet
33 33 Ramaraja Nagar, Four Pillar
34 34 Kothapet, Srinivas Mahal Area
35 35 Frizerpet, Tailorpet, Gollapalem Gattu
36 36 Frizerpet, Wynchipet, Abothu Appana Pakalu
37 37 Wynchipet, Gollapalem Gattu
38 38 Kothapet, Mallikarjuna Pet
39 39 One Town
40 40 Islam Pet, Police Quarters, Gandhiji Hill
41 41 Poornanandpet, Baptist Palem
42 42 Hanuman Pet, Gandhi Nagar, Sathyanarayana Puram
43 43 Bavaiji Peta, Durga Puram
44 44 Railway Quarters
45 45 Madhura Nagar, Pasupu Thota
46 46 Sri Nagar Colony, Teachers Colony, Ambedkar Nagar
47 47 Satyanarayanapuram, Mutyalampadu
48 48 Poornanandpet, Kederaswara Pet, Railway Line Huts
49 49 Raja Rajeswaripet, Kamsali peta
50 50 Kederaswara Pet
Ayodhya Nagar, Ramalingeswara Peta, Lotus Land Mark, Nandamuri Basava
51 51
Taraka Nagar, Santhi Nagar
New Raja Rajeswaripet, Arunodaya Nagar, Subbaraju Nagar, Indra Naik
52 52
Nagar, Nandamuri Nagar
53 53 Vijaya Durga Nagar, Ramakrishna Puram, Devi nagar, Azith Singh Nagar
54 54 Azith Singnagar
Santhi Nagar, Azith Singh Nagar, Vasistha Colony, Kanakadurga Layout,
55 55
Prabha Colony, Andhra Patrika Colony, Andhra Jyothy
56 56 Old Payakapuram Prashanthi Nagar, Devineni Gandhi Puram, Vambay Colony
57 57 Payakapuram, L.B.S Nagar, Patel Nagar
Radha Nagar, Sundaraiah Nagar, Rajiv Nagar, Vadera Colony, UDA Colony,
58 58
Vesalandhra Lay-Out, Doctor Lay-Out, N.G.O's Lay Out - A Colony
59 59 Kudavirikandrika Village, N.S.C Bose Nagar, Rajasakthi Nagar, Barmacolony
Enikepadu (OG) Nidamanuru (OG) Penamaluru (OG) Kanuru (CT) Poranki
60 188a
(CT) Prasadampadu (CT) Ramavarappadu (CT)
External Zones
61 60-183 Guntur, Tenali and Magalagiri cities
62 184 New Capital Area
28
S. TAZ
Details
No. No.
Amaravathi, Pedakurapadu, Gorantla, Achampeta, Sattenapalli and
185
63 Muppalla Mandals
Chadarlapadu, Nandigama, Kanchika Cherla, Veerullapadu, Ibrahim
186
64 Patnam, G Konduru and Mylavaram Mandals
65 187 Agiripalle, Gannavaram, Nuzividu and Bapulapadu Mandals
Unguturu, Nandivada, Vuyyuru, Pedaparupudi, Gudivada, Thotlavalluru,
188b Pamidimukkala, Pamarru, Gudlavalleru, Movva, Ghantasala, Challapalli
66 and Mopidevi Mandals (Outside Study Area)
Pedakakani, Rest of Mangalagiri, Duggirala, Rest of Tadepalli, Rest of
189
67 Tenali and East part of Guntur Mandals
Chebrolu, Tsunduru, Ponnur, Amarthaluru, Vemuru, Bhattiprolu and
190
68 Kollur Mandals
Vatticherukuru, Prathipadu, Edlapadu, Nadendla, West Part of Guntur
191
69 Mandal, Pirangipuram, Medikonduru and Tadikonda Mandals
70 192 Rest of Guntur District
71 193 Prakasam, Nellore, Chittor, Cuddapah, Kurnool and Anathapur Districts
72 194 Rest of Krishna District
West Godavari, East Godavari, Visakhapatnam, Vizianagaram and
195
73 Srikakulam Districts
74 196 Telangana State
75 197 Karnataka and Goa States
76 198 Tamilnadu and Kerala states
77 199 Maharashtra State
78 200 Orissa and Chattisgarh States
Gujarat, Madhya Pradesh, Uttar Pradesh, Rajasthan, Haryana, Delhi,
201
79 Punjab, Uttaranchal, Himachal Pradesh and Jammu &Kashmir States
Bihar, Jharkhand Sikkim, West Bengal, Assam, Arunachal Pradesh, Meghalaya,
202
80 Mizoram, Tripura, Manipur, Nagaland States
Source: UMTC (Consultant) analysis
29
188a
Figure 3-1: Zoning of the Study Area
Figure 3-2: Zoning of the Rest of Area
30
3.3 Zone-wise Population and Socio-Economic data

The Average household size at city level is observed to be 3.8, and house hold size
ranges between 3.1 and 4.4. Zone wise population and socio economic data is given in
Table 3-2.
Table 3-2: Zone Wise Population and Socio Economic Data

TAZ No Population House Holds Workers
1 16434 4442 6054
2 31297 8459 11529
3 25018 6762 9216
4 12078 3264 4449
5 18589 5024 6848
6 13774 3723 5074
7 17163 4639 6322
8 17871 4830 6583
9 17697 4783 6519
10 18646 5039 6869
11 16882 4563 6219
12 19614 5301 7225
13 20301 5487 7478
14 29585 7996 10898
15 16793 4539 6186
16 11348 3067 4180
17 12609 3408 4645
18 13096 3539 4824
19 13714 3706 5052
20 9437 2551 3476
21 11616 3139 4279
22 18961 5125 6985
23 23132 6252 8521
24 17122 4628 6307
25 12330 3332 4542
26 16511 4462 6082
27 28427 7683 10472
28 9813 2652 3615
29 45703 12352 16836
30 19639 5308 7234
31 21096 5702 7771
32 17005 4596 6264
33 22880 6184 8428
34 18420 4978 6785
35 20509 5543 7555
36 19456 5258 7167
37 17534 4739 6459
38 17664 4774 6507
39 13835 3739 5097
40 19094 5161 7034
41 10595 2864 3903
31
TAZ No Population House Holds Workers

42 16714 4517 6157
43 13929 3765 5131
44 4725 1277 1741
45 18282 4941 6735
46 14309 3867 5271
47 22202 6001 8179
48 12691 3430 4675
49 11925 3223 4393
50 8131 2198 2995
51 17507 4732 6449
52 14655 3961 5399
53 27163 7341 10006
54 12685 3428 4673
55 18015 4869 6636
56 20763 5612 7648
57 14256 3853 5251
58 23906 6461 8806
59 16482 4455 6071
60 145298 37434 52852
Source: Census, 2011
3.4 Traffic Surveys

Traffic Surveys and studies are integral components in the preparation of
Comprehensive Mobility Plan. Appreciation of existing traffic and travel characteristics
is extremely important for developing a mobility plan. For any assignment of this kind,
establishing baseline data plays a pivotal role in building up a model that resembles
the realistic conditions of the city. Apart from helping in understanding the existing
traffic and transportation situation, challenges and the strengths, this data would help
in development, calibration and validation of the travel demand models.
A number of traffic & transportation surveys were conducted as a part of the study in
order to assess the passenger and goods movement pattern, travel characteristics,
pedestrian & parking characteristics and the available infrastructure facilities with the
study area. The details are:
 Classified Traffic Volume Counts (CTVs)

o At mid-blocks/Screen points
o Intersections and
o Outer cordon locations
 Parking Surveys
 Origin Destination Surveys (OD Surveys)
32
 Speed and Delay Surveys

 Public Transport on board Surveys
 Public Transport (PT) & IPT Commuter surveys
 Household Surveys
 Vehicle Operator Survey
 Terminal Area surveys
 Pedestrian surveys
 Vehicle Pollution surveys at Petrol Pumps
 Road Inventory Surveys
 Topographic Surveys at Key sections/Junctions
The survey locations marked on map are given in Annexure-I. The detailed
methodology used in each of the above mentioned surveys and the date collected are
presented in Annexure-I.
33
4 PRIMARY SURVEY ANALYSIS

4.1 Classified Traffic volume count
Cordon Locations
The survey has been conducted at six outer cordon locations, which are primarily the
major entry points from Hyderabad, Chennai, Kolkata, Visakhapatnam and
Machilipatnam. The quantum and temporal variation of total daily traffic, Intensity
and composition of vehicles and passenger trips moving in the study area are
presented in the following sections. Table 4-1 represents the daily traffic volume at
outer cordon and screen point/ inner cordon.
Table 4-1: Daily Traffic Volume at Outer Cordon and Screen Points/Inner Cordon
S. Total
Survey Location Location ID Total PCUs
No. Vehicles
Outer Cordon
1 Lanco Town Ship OC-1 44,090 106,038
2 Prakasam Bridge OC-2 8,881 10,154
3 Varadhi Bridge OC-3 23,100 51,241
4 Penamaluru Village OC-4 24,935 37,914
5 Gannavaram Village OC-5 30,009 69,835
6 Nunna Road OC-6 12,352 17,700
Screen line Points/Inner Cordon
1 Kamsali Peta Crossing SC-1 4,596 5,499
2 Budameru Bridge SC-2 24,531 32,035
3 Near Kaleswar Rao market SC-3 9,870 11,590
4 Labbipet Junction SC-4 17,918 30,930
Source: Primary Survey, 2015
The incoming and Outgoing Vehicles at outer cordon points and screen points are
given in Table 4-2.
Table 4-2: Incoming and Outgoing vehicles at Outer Cordon and Screen Points
Out Going
Incoming Vehicles
Vehicles from Total
S. Location to City Total
Survey Location City Vehicl
No. ID PCUs
Vehicle es
Vehicles PCUs PCUs
s
Outer Cordon
1 Lanco Town OC-1 18,088 41,734 26,002 64,303 44,090 106,038
34
Out Going
Incoming Vehicles
Vehicles from Total
S. Location to City Total
Survey Location City Vehicl
No. ID PCUs
Vehicle es
Vehicles PCUs PCUs
s
Ship
2 Prakasam Bridge OC-2 5,658 6,689 3,223 3,465 8,881 10,154
3 Varadhi Bridge OC-3 11,338 22,423 11,762 28,818 23,100 51,241
Penamalur
4 OC-4 12,259 18,913 12,676 19,001 24,935 37,914
Village
Gannavaram
5 OC-5 19,231 39,379 10,778 30,457 30,009 69,835
Village
6 Nunna Road OC-6 6,084 8,628 6,268 9,072 12,352 17,700
Kamsali Peta
1 SC-1 2,545 3,140 2,051 2,359 4,596 5,499
Crossing
Budameru
2 SC-2 12,330 16,722 12,201 15,314 24,531 32,035
Bridge
Near Kaleswar
3 SC-3 4,674 5,395 5,196 6,195 9,870 11,590
rao market
Labbipet
4 SC-4 11,670 23,867 6,248 7,062 17,918 30,930
Junction
Composition of traffic
The daily traffic composition at outer cordon locations exhibits predominantly fast
moving traffic varying from 93% to 99%. The traffic at cordons location of the study
area consists of higher percentage of two wheeler vehicles. The share of slow moving
vehicles at outer cordon points varies from 0.03% to 2.97% with the average of about
1.46%. Composition of traffic at outer cordon locations is presented in Table 4-3.
Table 4-3: Daily Traffic Composition (%) at Cordon Locations

Slow
Goods movin
S. Location Two Car/Ta Buss
Survey Location Auto Vehicl g
No. ID Wheelers xi es
es Vehicl
es
Outer Cordon
1 Lanco Town Ship OC-1 27.98 10.25 19.68 3.95 38.11 0.03
2 Prakasam Bridge OC-2 54.63 21.26 16.71 0.37 5.96 1.07
3 Varadhi Bridge OC-3 26.67 30.10 8.40 9.60 24.03 1.20
4 Penamaluru Village OC-4 38.69 24.06 16.64 3.89 13.76 2.97
Gannavaram
5 OC-5 33.94 13.08 16.54 4.02 31.22 1.21
Village
6 Nunna Road OC-6 48.02 25.31 12.19 0.80 13.67 -
Perecherla- Guntur
14 OC-14 40.30 32.83 17.79 1.22 5.59 2.28
Road
35
Slow
Goods movin
S. Location Two Car/Ta Buss
Survey Location Auto Vehicl g
No. ID Wheelers xi es
es Vehicl
es
Kamsali Peta
1 SC-1 51.94 22.17 13.01 - 7.88 5.00
Crossing
2 Budameru Bridge SC-2 46.15 30.22 11.55 2.36 5.73 3.99
Near kaleswar rao
3 SC-3 51.38 25.97 12.89 1.24 4.66 3.87
market
4 Labbipet Junction SC-4 35.76 23.35 19.36 4.07 16.32 1.14
4.2 Turning Volume Count Survey

Turning movement count has been conducted for 24 hours at all major intersections
identified. At each identified location, all turning movements have been captured and
the data has been collected by vehicle category.
Traffic Volume (Average Daily Traffic – 24hrs)
The traffic counts both in terms of numbers of vehicles and passenger car units (PCUs)
have been computed for the total daily (24 hour) traffic at various intersection
locations and presented in Table 4-4.
Table 4-4: Daily Traffic Volume (24 Hours) at Intersections
S. No. Survey Location Location ID Total Vehicles Total PCUs

1 Gollapudi Junction IC-1 78,238 177,896
2 Sitara Junction IC-2 89,411 113,788
3 Tammina Potharaju Building Junction IC-3 78,210 96,514
4 Kummaripalem Junction IC-4 35,118 57,165
5 Fire Station Junction IC-5 58,054 104,487
6 Andhra Prabha Colony Junction IC-6 22,826 39,946
7 Padavala revu IC-7 47,366 62,684
8 Gunadala Bridge Junction IC-8 36,574 49,750
9 Ramvarappadu Junction IC-9 51,412 101,111
10 Mahanadu Junction IC-10 89,291 150,412
11 Ramesh Hospital Junction IC-11 159,260 244,171
12 Nirmala Convent Junction IC-12 71,130 122,246
13 Benz Circle IC-13 101,087 196,174
14 NTR Statue Junction, Patamata IC-14 102,712 126,143
15 Auto Nagar Junction IC-15 38,334 50,282
36
Peak Hour Traffic
The peak hour traffic at junction locations is presented in Table 4-5. Peak hour % (of
total PCUs) is observed to be 5.17% to 6.97% at various locations.
Table 4-5: Peak Hour Traffic at the junctions

Morning Peak Evening Peak
S. Total Total % of % of
Location
No. Vehicles PCUs PCUs Total PCUs Total
PCUs PCUs
1 Gollapudi Junction 78,238 177,896 8,354 4.70 10,011 5.63
2 Sitara Junction 89,411 113,788 6,870 6.04 7,554 6.64
Tammina Potharaju Building
3 78,210 96,514 6,466 6.70 6,578 6.82
Junction
4 Kummaripalem Junction 35,118 57,165 4,153 7.27 3,307 5.79
5 Fire Station Junction 58,054 104,487 6,615 6.33 6,261 5.99
Andhra Prabha Colony
6 22,826 39,946 2,258 5.65 2,709 6.78
Junction
7 Padavala revu 47,366 62,684 3,974 6.34 3,897 6.22
8 Gunadala Bridge Junction 36,574 49,750 3,672 7.38 2,977 5.98
9 Ramvarappadu Junction 51,412 101,111 5,363 5.30 5,502 5.44
10 Mahanadu Junction 89,291 150,412 8,817 5.86 7,782 5.17
11 Ramesh Hospital Junction 159,260 244,171 13,686 5.61 16,847 6.90
12 Nirmala Convent Junction 71,130 122,246 7,236 5.92 5,426 4.44
13 Benz Circle 101,087 196,174 9,451 4.82 13,669 6.97
NTR Statue Junction,
14 102,712 126,143 7,999 6.34 8,248 6.54
Patamata
15 Auto Nagar Junction 38,334 50,282 3,217 6.40 2,876 5.72
4.3 Occupancy of Passenger Vehicles at Screen line Point/Inner Cordon

Location
Occupancy of passenger vehicles is surveyed at Screen line Point/Inner Cordon
locations. Average occupancy of fast passenger vehicles at Screen Point/Inner Cordon
locations is present in Table 4-6. It is observed that bus occupancy varies from 39.36
to 51.50 and averages out at 43.62. Average occupancy for cars and two wheelers is
found to be 26.79 and 1.73 respectively. The Auto Rickshaw has an average occupancy
of 2.87. Shared Auto/TATA Magic have an average occupancy of 5.82.
37
Table 4-6: Occupancy of Passenger vehicles at Screen line Point Locations

Average occupancy
S.
N Survey Location Direction Auto Shared
Two
o Car Bus Ricksh Auto /
Wheeler
aw Tata Magic
Kamsali Peta Inside City 1.21 2.85 40.12 2.89 5.98
1
Crossing Outside City 1.55 4.01 40.12 3.01 6.08
Inside City 1.92 3.00 46.23 2.55 5.12
2 Budameru Bridge
Outside City 1.88 2.99 45.23 3.05 6.17
Near kaleswar rao Inside City 1.88 4.00 39.36 2.85 5.71
3
market Outside City 1.95 4.02 40.21 2.89 5.82
Inside City 1.91 3.00 46.23 2.80 5.02
4 Labbipet Junction
Outside City 1.55 2.92 51.50 2.95 6.71
4.4 Origin Destination Survey

Origin – Destination survey was conducted at 6 outer cordon locations to collect the
details of vehicles entering study area.
Table 4-7 shows the passenger and freight trips at different outer cordon locations.
Table 4-7: Passenger and Freight Trips at Outer Cordon Locations

VEHICULAR MOVEMENT (%)
S.
LOCATION MODE INTERNAL TO EXTERNAL TO ERXTERNAL TO
No.
EXTERNAL INTERNAL EXTERNAL
Car 24.37 54.62 21.01
1 Lanco township Bus 33.33 55.07 11.59
Frieght 44.44 26.88 28.67
Car 28.57 21.90 49.52
Prakasam
2 Bus 0.00 0.00 0.00
barrage
Frieght 31.88 9.42 58.70
Car 40.74 12.96 46.30
3 Varadhi bridge Bus 44.12 52.94 2.94
Frieght 14.92 0.00 85.08
Car 48.68 51.32 0.00
4 Penamaluru Bus 52.17 47.83 0.00
Frieght 0.00 0.00 100.00
Car 22.37 17.11 60.53
Gannavaram
5 Bus 55.56 44.44 0.00
junction
Frieght 20.85 11.40 67.75
Car 34.57 61.73 3.70
Nunna road
6 Bus 34.62 65.38 0.00
junction
Frieght 52.93 46.01 1.06
38
It is observed that majority of the freight traffic is moving through the city which
needs a bypass/ring road for the city.
Passenger OD at Outer Cordon Locations:
Table 4-8 and Figure 4-1 represents the passenger Trip purpose at outer cordon
locations.
Table 4-8: Passenger Trip Purpose at Outer Cordon Locations

Trip Purpose (%)
Recreational
Pvt. Service
Daily Wage
Education
Shopping
Business
Service
Others
Health
Social
Govt.
Location
Lanco township 50.5 9.4 28.0 3.8 4.6 2.4 0.0 1.4 0.0 0.0
Prakasham barrage 16.7 33.9 46.3 1.6 1.2 0.4 0.0 0.0 0.0 0.0
Varadhi bridge 26.1 25.7 29.7 11.3 2.7 1.8 0.0 1.4 1.4 0.0
Penamaluru Village 42.4 9.5 35.1 3.5 4.1 3.5 0.0 1.9 0.0 0.0
Gannavaram 14.1 35.4 39.3 2.0 0.3 0.0 1.6 2.0 1.0 4.3
Nunna Road 8.9 24.2 65.1 1.2 0.0 0.3 0.3 0.0 0.0 0.0
Total 26.4 23.0 40.6 3.9 2.1 1.4 0.3 1.1 0.4 0.7
Education Social
2.1% Shopping
3.9%
Business 1.4%
40.6% Recreational
0.3%
Health
Pvt. Service 1.1%
Govt. Service
23.0% Daily Wage
26.4%
0.4%
Others
0.7%
Figure 4-1: Overall Passenger Trip Purpose

From the above table, it is observed that majority of the trips involve business trips
followed by service (Govt. and Pvt.) based trips.
Table 4-9 and Figure 4-2 represents the Passenger trip frequency at Outer Cordon
locations.
39
Table 4-9: Passenger Trip Frequency at Outer Cordon Locations

Trip Frequency (%)
Location
Daily Weekly Monthly Occasionally Annually
Lanco township 80.9 7.8 5.5 5.5 0.3
Prakasham barrage 13.5 23.5 31.5 29.2 2.3
Varadhi bridge 63.8 21.7 10.2 4.3 0.0
Penamaluru Village 79.2 8.5 6.2 5.8 0.4
Gannavaram 57.1 22.7 13.5 6.7 0.0
Nunna Road 41.3 24.4 15.7 13.0 5.6
60.0 56.0
50.0
40.0
30.0
18.1
20.0 13.8
10.8
10.0
1.4
0.0
Figure 4-2: Overall Passenger Trip Frequency

From the above figure, it is observed that at outer cordon locations majority of the
trip frequency are Daily based trips and comparatively very less trips frequency are
annually. Table 4-10 and Figure 4-3 represents the passenger trip occupation at outer
cordon locations.
Table 4-10: Passenger Occupation at Outer Cordon Locations

Trip Occupation (%)
Govt. Service
Unemployed
Daily Wages
Pvt. Service
Housewife
Business
Student
Retired
Others
Location
Lanco township 51.2 17.2 27.1 1.0 0.5 0.2 0.3 0.0 2.4
Prakasham barrage 16.4 34.3 47.8 1.1 0.0 0.0 0.0 0.0 0.4
Varadhi bridge 35.6 36.9 23.0 3.2 0.5 0.5 0.0 0.5 0.0
Penamaluru Village 43.9 20.1 32.5 0.8 0.5 0.5 0.5 0.0 1.1
Gannavaram 39.8 20.7 36.8 0.9 0.0 0.2 0.5 0.5 0.7
Nunna Road 9.5 24.2 65.1 0.6 0.0 0.6 0.0 0.0 0.0
40
Student, 1.3 Housewife, 0.3

Business, 38.7
Retired, 0.3
Daily Wages, 0.2
Unemployed, 0.2
Others, 0.8
Govt. Service,
Pvt. Service, 25.6 32.7
Figure 4-3: Overall Passenger Occupation

From the above table and figure it is observed that majority of the passenger trip
occupation is business followed by service (Govt. and Pvt.) and student.
Figure 4-4 shows the overall average trip length at outer cordon locations.
90
80
70
60
50
40
30
20
10
0
Car Bus
Figure 4-4: Overall Average Passenger Trip Length

In the study area, car overall average trip length is 76.67 kms and bus overall trip
length is 55.1 km.
Freight OD at Outer Cordon Locations:
Table 4-11 represents the Freight trips frequency at outer cordon locations.
41
Table 4-11: Freight Trip Frequency at Outer Cordon Locations

Trip Frequency (%)
Location
Lanco township 54.4 27.3 8.6 9.7 0.0
Prakasham barrage 4.2 10.3 18.4 31.4 35.6
Varadhi bridge 58.7 34.8 5.3 1.2 0.0
Penamaluru Village 54.2 12.5 9.6 13.3 10.3
Gannavaram 37.5 46.9 12.4 2.9 0.3
Nunna Road 26.5 55.7 13.3 4.5 0.0
Figure 4-5 shows the overall freight trip frequency.
Occasionally Annually
10.5% 7.7%
Monthly
Daily
11.3%
39.3%
Weekly
31.3%
Figure 4-5: Overall Freight Trip Frequency

From the above figure, it is observed that majority of the freight trips are Daily and
weekly based trips followed by Monthly, Occasionally and Annual Trips. Table 4-12
represents the average quantity of good carried by Freight vehicles at outer cordon
locations.
Table 4-12: Average Quantity of Goods Carried by Freight Vehicles at Outer Cordon
Locations
Average Quantity of Goods Carried (Tones)
Location LCV - 3 LCV - 4 2 Axle 3 Axle Multi Axle Tractor
Wheeler Wheeler Truck Truck Truck Trailer
Lanco township 1.4 2.4 18.0 35.0 30.6 4.0
Prakasham barrage 3.6 6.9 5.6 5.4 6.3 5.0
Varadhi bridge 2.6 3.2 5.1 12.6 34.0 6.5
Penamaluru Village 3.6 6.9 5.6 5.4 6.3 5.0
Gannavaram 7.1 4.7 13.4 12.8 13.7 8.0
Nunna Road 2.4 3.8 10.5 13.9 0.0 5.0
42
Figure 4-6 shows the overall average quantity of good carried by freight vehicles at
outer cordon locations.
16.0
14.2
14.0
11.8
12.0
9.7
10.0
8.0
6.0 5.6
4.7
4.0 3.5
2.0
0.0
LCV - 3 WheelerLCV - 4 Wheeler 2 Axle Truck 3 Axle Truck Multi Axle Tractor Trailer
Truck
Figure 4-6: Overall Average Quantity of Good Carried

From the above table, it is observed that at Prakasham Barrage location has very less
quantity of goods carried by the freight vehicles. This is due to traffic restrictions for
heavy vehicles (i.e. Heavy vehicles are not allowed on Prakasham Barrage).
Passenger OD at Screen line Point/Inner Cordon Locations:
Table 4-13 and Figure 4-7 represents the passenger Trip Purpose at screen point/
inner cordon locations.
Table 4-13: Passenger Trip Purpose at Screen Point Locations

Trip Purpose (%)
Govt. Service
Recreational
Pvt. Service
Daily Wage
Education
Shopping
Business
Others
Health
Social
Location
Kamsali Peta Crossing 20.3 26.8 34.6 17.3 0.9 0.0 0.0 0.0 0.0 0.0
Budameru Bridge 44.1 11.8 33.9 1.6 8.7 0.0 0.0 0.0 0.0 0.0
Near kaleswar rao market 13.5 22.6 34.2 11.0 7.1 2.6 1.3 2.6 3.2 1.9
Labbipet Junction 45.7 13.3 31.4 4.3 5.3 0.0 0.0 0.0 0.0 0.0
43
Education Shopping
Social
8.6% 0.7%
5.5% Recreational
Business 0.3%
33.5%
Health
0.7%
Pvt. Service Govt. Service

30.9% Daily Wage
18.6%
0.8%
Others
0.5%
Figure 4-7: Overall Passenger Trip Purpose (in %)

At screen line point locations majority of the trips purpose is service based trips
followed by Business and Education.
Table 4-14 and Figure 4-8 represents the passenger trip frequency at screen point/
inner cordon locations.
Table 4-14: Passenger Trip Frequency at Screen Point Locations

Trip Frequency (%)
Location
Kamsali Peta Crossing 48.5 30.7 15.6 4.8 0.4
Budameru Bridge 73.6 12.5 4.2 8.3 1.4
Near kaleswar rao market 47.3 21.8 14.4 10.6 5.9
Labbipet Junction 83.8 6.1 7.0 2.2 0.9
70.00
60.00
50.00
40.00
30.00
20.00
10.00
0.00
Figure 4-8: Overall Passenger Trip Frequency
44
From the above table, it is observed that at screen line point locations majority of the
trip frequency is of daily based followed by Weekly, Monthly and Occasionally.
Table 4-15 and Figure 4-9 represents the passenger trip occupation at screen line
point/ inner cordon locations.
Table 4-15: Passenger Occupation at Screen Point Locations

Trip Occupation (%)
Govt. Service
Unemployed
Daily Wages
Pvt. Service
House wife
Business
Student
Retired
Others
Location
Kamsali Peta Crossing 21.6 26.8 36.4 12.6 1.7 0.0 0.0 0.0 0.9
Budameru Bridge 44.1 12.6 37.8 0.0 1.6 0.0 0.0 0.0 3.9
Near kaleswar rao market 11.1 30.4 26.9 8.8 0.0 1.2 2.3 0.6 18.7
Labbipet Junction 45.2 19.1 34.6 0.0 1.1 0.0 0.0 0.0 0.0
Student House wife

Retired
5.4% 1.1% 0.3%
Business
33.9% Daily Wages
0.6%
Unemployed
0.2%
Pvt. Service Govt. Service
22.2% 30.5%
Others
5.9%
Figure 4-9: Overall Passenger Occupation

At screen line point locations majority of the passenger trips occupation is service
(Govt. and pvt.) and followed by Business and student.
Figure 4-10 represents the passenger average trip length at screen line point/inner
cordon locations.
45
Figure 4-10: Overall Average Passenger Trip Length

Freight OD at Screen line Point/ Inner Cordon Locations:
Table 4-16 and Figure 4-11 represents the Freight trips frequency at screen line point
locations.
Table 4-16: Freight Trip Frequency at Screen line Point Locations

Trip Frequency (%)
Location
Kamsali Peta Crossing 71.9 28.1 0.0 0.0 0.0
Budameru Bridge 53.4 38.7 7.9 0.0 0.0
Near kaleswar rao market 57.8 18.8 18.0 3.1 2.3
Labbipet Junction 65.1 16.7 3.8 14.4 0.0
70
60
50
40
30
20
10
0
Figure 4-11: Overall Freight Trip Frequency (in %)

From the above table and figure it is observed that majority of the freight trips are
daily based trips followed by weekly, monthly, occasionally. There no annual freight
46
trips except Kaleswarao Market location. Table 4-9 represents the average quantity of
good carried by Freight vehicles at screen point locations.
Table 4-17: Average Quantity of Goods Carried by Freight Vehicles at Screen line Point
Locations
Average Quantity of Goods Carried (Tones)
Location LCV - 3 LCV - 4 2 Axle 3 Axle Multi Axle Tractor
Wheeler Wheeler Truck Truck Truck Trailer
Kamsali Peta Crossing 1.9 2.7 22.0 23.3 0.0 0.0
Budameru Bridge 0.8 2.2 18.3 0.0 0.0 5.0
Near Kaleswar Rao market 1.1 1.1 0.0 0.0 0.0 0.0
Labbipet Junction 1.6 3.4 19.6 0.0 0.0 5.0
At screen line point locations, Multi axle trucks are absent due to traffic restrictions.
Average Quantity of good carried by LCV 3-Wheelers is varies from 0.8 tonnes to 2.2
tones. LCV 4-Wheelers carried quantity varies from 1.1 tonne to 6.3 tonnes, 2-Axle
truck carried quantity varies from 3.8 tonnes to 22 tonnes, 3-Axle trucks carried
quantity varies from 1.5 tonnes to 23.3 tonnes and Tractor trailer carried quantity
varies from 3.7 tonnes to 5 tonnes.
4.5 Household Survey

The existing traffic and travel characteristics are analysed by conducting the
household survey. Around 2% of samples are collected in household surveys.
Vehicle ownership
Two-wheeler ownership is more compared to other modes in the study area followed
by cycle ownership. Distribution of Vehicle Ownership by Household is given in Table
4-18.
Table 4-18: Distribution of Vehicle Ownership
Distribution of Vehicles Ownership by Household (%)
Car Two Wheeler Bicycle
1.2% 71.7% 27.1%

Source: Primary Surveys, 2015
47
Analysis of Travel Characteristics
Distance Range Travelled by Households:
Majority of the households are travelling up to a distance range of 4 kms for getting
their daily needs, going to school and visiting a doctor. Table 4-19 represents the
distance range travelled by households.
Table 4-19: Distribution of Household by access to daily needs

Percentage of Households
Distance Range (Kms)
Daily need shop School Doctor
0-1 38.9% 29.5% 26.7%
1-2 45.3% 39.2% 35.5%
2-4 13.4% 28.0% 22.3%
4-6 1.8% 2.6% 10.5%
6-8 0.4% 0.7% 3.4%
8-10 0.0% 0.0% 0.9%
>=10 0.1% 0.0% 0.7%
Total 100.0% 100.0% 100.0%
Walking Time by Households
Majority of the households walk up to 15min for getting their daily needs, going to
school and visiting a doctor. Table 4-20 represents the walking time range by
households.
Table 4-20: Distribution of Households by Walking Time

Percentage of Households
Time Range (Min)
Daily need shop School Doctor
0-5 14.3% 3.2% 4.9%
5-10 12.5% 3.9% 8.5%
10-15 34.5% 66.3% 21.4%
15-20 8.9% 4.0% 5.6%
20-25 15.1% 7.8% 18.1%
25-30 2.9% 0.4% 5.9%
>=30 11.8% 14.4% 35.7%
Total 100.0% 100.0% 100.0%
Distribution of Trips by Purpose:
Distribution of trips by purpose for Vijayawada is shown in Figure 4-12.
48
Figure 4-12: Distribution of Trips by Purpose in Vijayawada

Distribution of Trips by Mode:
Distribution of trips by mode is presented in Table 4-21. It is observed that majority of

trips made by 2-wheelers and walk based trips.
Table 4-21: Distribution of Trips by Mode
Mode % Person Trips

Car 1.6 %
MTW 40.3 %
Bicycle 7.7 %
Auto 10.1 %
Rickshaw 0.6 %
Bus 22.2 %
Walk 17.5 %
Total 100.0%
Per-capita Trip Rate:
The per-capita trip rate in Vijayawada is 1.30 including walk trips and 1.02 excluding
walk trips.
Accessibility of Public Transport Facilities:
Distance to Nearest Bus Stop:
49
Distance to nearest bus stop is given in Table 4-22. It is observed that majority of the
households can access the bus stops within 0-2 kms of distance.
Table 4-22: Distribution of Households by distance to nearest bus stop
Distance (Km) % Households
0-1 17.9%
1-2 36.3%
2-3 23.8%
3-4 4.5%
4-5 8.6%
>=5 8.8%
Total 100.0%
Time Taken to Reach the Nearest Bus Stop:
Time taken to reach nearest bus stop is given in Table 4-23. It is observed that 68% of the
households can access the bus stops within 0-30 min of time.
Table 4-23: Distribution of Households by time taken to reach nearest bus stop
Time (min) % of households

0-5 1.1%
5-10 2.0%
10-15 12.4%
15-30 52.1%
30-45 22.6%
>=45 9.8%
Total 100.0%
Average Waiting Time at Bus Stop:
Average Waiting Time at bus stop is given in Table 4-24. The average waiting time for 85% of
the households is less than 15%.
Table 4-24: Average Waiting Time at Bus Stop

Waiting Time (min) % of households
0-5 6.2%
5-10 59.7%
10-15 19.4%
15-30 14.7%
50
Waiting Time (min) % of households

>=30 0.0%
Total 100.0%
Frequency of Public Transport Usage:
Frequency of public transport usage in the study area is presented in Table 4-25. About 96%
of the households use public transport 1-5 times per week.
Table 4-25: Frequency of Public Transport Usage

Frequency per Week % of households
1-2 73.1%
3-5 22.7%
6-8 2.9%
9-10 1.3%
>10 0.1%
Total 100%
Analysis of Social Conditions
The socio economic characteristics of the residents of study area by their spatial distribution
have been analyzed to discuss their travel behaviour and pattern. The following sections
present the socio economic characteristics of the people in the study area.
Household Size:
The average Household size at city level is observed to be 3.82.
Age group:
Distribution of households by age group is presented in the Table 4-26. It is observed that in
the study area majority of the males are in the age group between 22 to 40 years and
females are in the age group between 41 to 60 years.
Table 4-26: Age Group

Vijayawada
Age
Male Female
0-6 8% 8%
7-14 13% 5%
15-21 16% 12%
22-40 39% 16%
51
Vijayawada
Age
Male Female
41-60 20% 43%
>61 5% 16%
Total 100% 100%
House Ownership Details:
About 53.1% of households own a house and 46.9% live in rented houses. Table 4-27
represents the house ownership details.
Table 4-27: House Ownership Details

Type of House (%)
Owned Rented Shared
53.1% 46.9% 0.0%
Household Income:
The average monthly household income was observed to be Rs. 14,516. For assessing
distribution of households by the income groups, categorization based on HUDCO practice
(see in Table 4-28), has been adopted.
Table 4-28: HUDCO Income Groups

Category Monthly Household Income
Economically weaker Sections Up to 5000
Low Income Group 5001-10000
Middle Income Group 10001-15000
High Income Group Above 15000
Source: HUDCO
Nearly 37% of the people come under Low Income Group, 30% of the people come under
Higher Income Group and 23% of the people come under Middle Income Group.
4.6 Road Inventory Survey

The road network characteristics describe the existing road network condition in Vijayawada
city in terms of provision of medians, service lanes and footpaths, carriageway widths and
right off way (RoW) widths and temporary encroachments. A total of 122 Km of road
network was surveyed.
52
4.6.1 Right of Way

Figure 4-13 shows the distribution of ROW in Vijayawada. About 23% of the roads in
Vijayawada have RoW greater than 30m, while only 3% of the roads have RoW less than
10m.
30m - 40m, 40m - 50m,

15.7% 0.7%
50m - 60m,
6.0%
> 60m, 0.2%
< 10m, 3.4%
20m - 30m,
41.0% 10m - 20m,
33.0%
Figure 4-13: Distribution of Road Length by Right of Way
4.6.2 Carriage way Width

The width of carriageway lanes in Vijayawada is shown in Figure 4-14. It is observed that
61% of the roads have carriageway with more than 4 lanes, whereas only 10% of the roads
have carriageway less than 2 lanes.
> 6 Lanes, 0.6%
< 2 Lanes, 9.7%
2-4 Lanes, 29.1%
4-6 Lanes, 60.6%
Figure 4-14: Distribution of Road Length by Carriageway Width
53
4.6.3 Presence of Median

The availability of road medians in Vijayawada is shown in Figure 4-15. It is evident from the
figure that 55% of the roads have divided carriageway.
Undivided
Carriage Way,
45.3%
Divided Carriage
Way, 54.7%
Figure 4-15: Distribution of Road Length by Carriageway type
4.6.4 Street lighting

Availability of streetlights along footpaths is shown in Figure 4-16. Analysis of data shows
that streetlights are available along 94% of the road length.
Unavailable,
5.7%
Available, 94.3%
Figure 4-16: Distribution of Road Length by street lighting availability
4.6.5 Parking Facilities

On-street parking facility is seen on 80% of roads as shown in Table 4-29.
Table 4-29: Distribution of Road Length based on significant on-street parking facility
On-street Parking Percentage (%)
Present 79.51
Absent 20.49
Total 100
54
4.6.6 Traffic Control Facilities

As per the road inventory survey, 86% of the major roads are subjected to traffic
regulations. Important traffic regulations are one way restrictions, restriction of freight
vehicles/other vehicles. Table 4-30 shows the overall distribution of roads with and without
traffic regulations.
Table 4-30: Distribution of Road Length by Presence of Traffic Management Rules
Traffic Management Percentage (%)
Present 86.12
Absent 13.88
Total 100
4.6.7 Pedestrian Facilities

2.3% of the road lengths in Vijayawada have footpaths wider than 1.8 m as shown in Figure
4-17. The percentage of roads having footpath widths less than 1.8 m is 11.2%. Thus 86.5%
of road length in Vijayawada has no footpaths.
Roads with
footpath < 1.8m
width, 11.2%
Roads with
footpath >= 1.8m
width, 2.3%
Roads with no
footpath, 86.5%
Figure 4-17: Distribution of Road Length by Footpath availability
4.6.8 Pedestrian Crossings

Pedestrian crossings are necessary in busy urban corridors for safe and convenient
commute of people. However, in the city, only 42% of roads are found to be having visible
pedestrian crossings. Table 4-31 shows the distribution of roads according to pedestrian
crossing.
55
Table 4-31: Distribution of Road Length by Presence of Pedestrian Crossing

Pedestrian Crossing Percentage (%)
Present 42.72
Absent 57.28
Total 100
4.6.9 NMV Facilities

Currently there are no dedicated Non Motor Vehicle facilities (corridors) within the study
area. Bicycle parking is available at the bus and rail terminals.
4.6.10 Intersections
In Vijayawada due to the heavy traffic flow, most of the junctions are highly congested
during the peak hours. The Major Intersections within the Vijayawada Metropolitan area are
Gollapudi Junction, Sitara Junction, Tammina Potharaju Building Junction, Kummaripalem
Junction, Fire Station Junction, Andhra Prabha Colony Junction, Padavala revu, Gunadala
Bridge Junction, Ramvarappadu Junction, Mahanadu Junction, Ramesh Hospital Junction,
Nirmala Convent Junction, Benz Circle, NTR Statue Junction, Patamata and Auto Nagar
Junction.
4.6.11 Flyovers/ROBs and Underpasses

Flyovers/RoBs are built to cater traffic along different corridors without interfering with
each other. The flyover/ROBs are located near near VMC Office (canal road) - Vijayawada,
Nunna Road – Vijayawada and Near Milk Factory – Vijayawada.
4.6.12 Guard rails

There are no pedestrian guard rails within the study area.
4.6.13 River/Rail Crossings

Southern Central railway network passes through city. Vijayawada railway station serves as
a junction connecting North-South and East-West rail networks of Southern Central railway.
At grade crossing is observed near Vijayawada Bus Stand.
There are many road bridges over Krishna River along NH9, NH5 and other State Highways.
The North-South and East-West rail networks merge with each other at Vijayawada
Junction.
56
Krishna River is the major river abutting the city. NH 5 passing over this river carries bridges
(Two numbers of two lane bridges) to cater the traffic from Vijayawada to Guntur,
Mangalagiri and Tenali. Both bridges carry only unidirectional traffic. These bridges are the
major connecting corridors for major cities and are always congested with heavy traffic.
4.7 Speed and Delay Surveys

Speed and Delay Surveys have been carried out for the study area on Major roads and the
survey results are given below. It is observed that the main reason for delay is traffic
congestion on the stretches. The running speeds on National Highways passing through city
are found to be in the range of 20-40 kmph; passing out side city is observed to be in the
range of 50-80 kmph. The speeds on city roads fall in the range between 20- 30 kmph. Table
4-32 represents the average speeds on different corridors.
Table 4-32: Summary of speed and Delay Survey

Running Journey
S. No. Name of the Road Number of Lanes Speed Speed
(kmph) (kmph)
1 Bander Road 4 Lane Divided Carriageway 23.11 22.55
2 Bander Road 6 Lane Divided Carriageway 31.82 26.41
3 Eluru Road 4 Lane Divided Carriageway 24.30 22.60
4 Eluru Road 6 Lane Divided Carriageway 24.59 23.92
5 BRTS Road 6 Lane Divided Carriageway 23.13 22.08
6 Canal Road 4 Lane Divided Carriageway 33.44 29.35
7 Dr.B.R.Ambethkhar Road 4 Lane Divided Carriageway 33.95 33.95
2 Lane with Paved Shoulder Divided
8 Krishna Lanka Road 26.76 26.38
Carriageway
9 NH-9 (Hyderabad Road) 4 Lane Divided Carriageway 28.57 25.19
10 NH-5 Road 4 Lane Divided Carriageway 25.45 21.61
11 Nunna Road 4 Lane Divided Carriageway 28.94 27.54
12 Nuzivid Road Single Lane Carriageway 34.63 34.63
2 Lane with Paved Shoulder
13 Vidyadharapuram Road 23.52 22.88
Undivided Carriageway
14 Vijayawada Bypaas Road 4 Lane Divided Carriageway 25.76 24.53
Major causes for the delay in the study area are at junctions and signals. Table 4-33
represents the causes of delay.
Table 4-33: Causes for the Delays in Study Area

Causes of Delay No. of Points that Caused Delay Percentage (%)
Pedestrian 2 4.08
57
Causes of Delay No. of Points that Caused Delay Percentage (%)

Traffic 21 42.86
Junctions & Signals 25 51.02
Animal 1 2.04
Geometrics 0 0
Condition of the Road 0 0
Other 0 0
Total 49 100
4.8 Parking Survey Analysis

The survey was conducted at various Off-Street and On-Street locations in the city. The
results are presented in the following section. The Equivalent Car Spaces (ECS) adopted for
different vehicle types for the analysis are given in Table 4-34.
Table 4-34: Equivalent Car Spaces (ECS) Values Adopted for Various Vehicle Types
S. No. Vehicle Category ECS
1 Car 1
2 Two Wheelers 0.25
3 Bus 2.5
4 Trucks 2.5
5 LCV 1.75
6 Auto Rickshaws (IPT) 0.5
7 Bi-Cycles 0.1
8 Cycle Rickshaw 0.8
9 Bullock Cart/ Hand Driven Cart 3.2
Source: Guidelines for Parking (ADB Guidelines)
Off-Street Parking Results:
Parking at present is provided at various locations closer to the demand. It is observed from
the parking surveys that the present provision meets the demand. However it is observed
that on street parking is predominant, though off street parking is available at the same
location. The Off-Street Parking survey Summary is given in Table 4-35.
Table 4-35: Location Wise Off-Street Parking and Peak Hour Accumulation in ECS
Peak Hour Parking
S. No Location Peak Time
Accumulation (ECS) Type
1 Bus Stand Entrance 8.00 - 9.00 5.00 Off
2 Bus Stand - Two Wheeler Stand 9.00-10.00 5.00 Off
3 Bus Stand - 2nd Parking 8.00 - 9.00 6.25 Off
4 Railway Station - Eluru Road Side 15.00-16.00 4.75 Off
58
Peak Hour Parking

S. No Location Peak Time
Accumulation (ECS) Type
5 Railway Station - East Side – 1 13:00-14:00 5.00 Off
6 Railway Station - East Side – 2 9:00-10:00 5.00 Off
7 Railway Station - West Side 9.00-10.00 5.25 Off
8 Railway Station - K.R.Market 13.00-14.00 9.25 Off
Parking Index is calculated and is presented in the Table 4-36.
Table 4-36: Parking Index

S. No Location Parking Index
1 Bus Stand Entrance 2.05
2 Bus Stand - Two Wheeler Stand 3.74
3 Bus Stand - 2nd Parking 4.34
4 Railway Station - Eluru Road Side 2.26
5 Railway Station - East Side – 1 2.29
6 Railway Station - East Side – 2 3.06
7 Railway Station - West Side 3.93
8 Railway Station - K.R.Market 6.96
Summary of parking duration for off-street parking is presented in Table 4-37. From the
table it is observed that most vehicles use the off-street facilities forshort term parking
59
Table 4-37: Summary of Parking Duration (Off-Street)

Duration (Hours)
S. No Location Content Total
0.0-1.0 1.0-2.0 2.0-3.0 3.0-4.0 4.0-5.0 >5.0
Vehicle Hours of Occupation 44 36 4 0 0 0 84
1 Vijayawada Bus Stand Entrance
Percentage (%) 52.38 42.86 4.76 0 0 0 100
2 Vijayawada Bus Stand - Two Wheeler Stand
Percentage (%) 80.23 15.12 4.07 0 0.58 0 100
3 Vijayawada Bus Stand - 2nd Parking
Percentage (%) 76.97 21.21 1.82 0 0 0 100
4 Railway Station - Eluru Road Side
Percentage (%) 56.64 31.86 10.62 0.88 0 0 100
5 Railway Station - East Side - 1
Percentage (%) 75.69 24.31 0.00 0.00 0.00 0 100
6 Railway Station - East Side - 2
Percentage (%) 58.50 38.78 2.72 0 0 0 100
7 Railway Station - West Side
Percentage (%) 81.07 16.57 2.37 0 0 0 100
8 Railway Station - K.R.Market
Percentage (%) 76.36 21.73 1.92 0 0 0 100
60
On-Street Parking Results:
At Various locations On-Street parking surveys are conducted in the city. Location
wise Peak hour accumulations in Equivalent Car Spaces are presented in Table 4-38.
Table 4-38: Location Wise On-Street Parking and Peak Hour Accumulation
S. No Location Peak Time Peak Hour Accumulation (ECS) Parking Type
1 K R Market Road 8:00-9:00 17 On

2 Eluru Road 8:00-9:00 42 On
3 Canal Road 10:00-11:00 54 On
Summary of parking duration for on-street parking is presented in Table 4-39.
Table 4-39: Summary of Parking Duration (On-Street)

Duration (Hours)
S.
Location Content 0.0- 1.0- 2.0- 3.0- 4.0- Total
No >5.0
1.0 2.0 3.0 4.0 5.0
Vehicle Hours of
9 9 6 4 6 8 42
1 K R Market Road Occupation
Percentage (%) 21.4 21.4 14.3 9.5 14.3 19.0 100
Vehicle Hours of
10 8 4 3 3 32 60
2 Eluru Road Occupation
Percentage (%) 16.7 13.3 6.7 5.0 5.0 53.3 100
Vehicle Hours of
146 123 82 31 38 0 420
3 Canal Road Occupation
Percentage (%) 34.7 29.3 19.5 7.4 9.0 0 100
4.9 Pedestrian Survey

It is observed that major roads do not have proper footpaths or altogether they are
absent. This is a major issue that needs to be attended to on priority. Further the
roads in commercial areas are encroached by shops and that need to be cleared.
Provision of continuous footpaths is the need of every city. Further this adds to
safety concerns due to movement of pedestrians on carriageway. Segregation of
pedestrians and vehicles is required to be achieved. Pedestrian Survey Summary is
presented in Table 4-40.
61
Table 4-40: Pedestrian Survey Summary

Peak Hour Total Road
S.
Location Volume Crossing
No Volume Time (12Hrs) Passengers
1 Gollapudi Junction 1017 17:00-18:00 12522 4305
2 Sitara Junction 1286 17:00-18:00 14720 6637
3 1071 18:00-19:00 13241 4767
Junction
4 Kummaripalem Junction 1113 17:00-18:00 13928 5328
5 Fire Station Junction 699 10:00-11:00 8565 3226
6 Andhra Prabha Colony Junction 1010 18:00-19:00 12140 5772
7 Padavala revu 983 10:00-11:00 12358 4672
8 Gunadala Bridge Junction 839 17:00-18:00 10386 4057
9 Ramvarappadu Junction 911 16:00-17:00 10809 4267
10 Mahanadu Junction 1355 18:00-19:00 15287 5386
11 Ramesh Hospital Junction 1137 18:00-19:00 14753 6117
12 Nirmala Convent Junction 1272 18:00-19:00 14871 5455
13 Benz Circle 1914 17:00-18:00 19419 6660
14 NTR Statue Junction, Patamata 1476 17:00-18:00 16209 6089
From the above table, it is observed that maximum number of pedestrians walking along
the road and also crossing the road is at Nazz center followed by Benz Circle, NTR Statue
Jucntion-Patamata and Mahanadu Junction.
Table 4-41 shows the calculations for PV2/(2*108) at major locations. It was observed that
most of the locations has PV2/(2*108) values higher than 2, this indicates a considerable
need to improve the pedestrian crossing facilities.
 It is observed that maximum pedestrian-vehicular conflicts at Ramesh

Hospital Junction, Hindu College Junction, Nazz Center, Sitara Junction, Benz
Circle, etc.
 It is observed that Ramesh Hospital Junction road and Hindu College Junction
Road have higher PV2 values.
62
Table 4-41: PV2 Values at Major Important Intersections1

Maximum
Warrant for
S. Type of [(PV^2)/(1
Location Controlled
No Carriageway *10^8)]
Measures
Observed
1 Bus Stand Road, Gollapudi Junction Divided 99.4 Yes
2 By-pass Road, Sitara Junction Undivided 391.5 Yes
KT Road, Tammina Potharaju
3 Undivided 301.6 Yes
Building Junction
Vijayawada Road, Kummaripalem
4 Divided 32.8 Yes
Junction
Bus Stand Road, Fire Station
5 Undivided 101.0 Yes
Junction
Nunna Road, Andhra Prabha Colony
6 Divided 9.5 Yes
Junction
7 Eluru Road, Padavala revu Undivided 81.9 Yes
Eluru Road, Gunadala Bridge
8 Divided 23.6 Yes
Junction
Ramavarappadu Road,
9 Divided 31.1 Yes
Ramvarappadu Junction
10 Guntur Road, Mahanadu Junction Divided 193.5 Yes
Ramesh Hospital Road, Ramesh
11 Divided 731.2 Yes
Hospital Junction
Nirmala Convent Road, Nirmala
Convent Junction
13 Bandar Road, Benz Circle Divided 346.1 Yes
Bus Stand Road, NTR Statue
Junction, Patamata
Source: Primary Survey, 2015 and UMTC Estimates
4.10 Public Transport

Passenger Surveys were conducted to ascertain travel characteristics of Passengers at
Four Bus stands and four Railway Stations in the study area. The survey was administered
by counting the number of passengers boarding and alighting the bus/train along with
origin–destination (O-D)survey on random sampling basis by interviewing passengers
waiting to board the bus/train at stations. This survey was conducted within the study
area for a period of 24 hours. The information included:
 Boarding/Alighting passenger volume count

 O-D survey of Boarding/Alighting passengers at terminal locations
 Trip purpose, travel time, etc.
1
The degree of conflict between pedestrians and vehicles is determined by PV 2 where V is
the two-way total hourly flow of vehicles and P is the two-way total hourly flow of
pedestrians crossing the road within 50 m on either side of the site during peak hours. If the
value of PV2 exceeds 108 (or 1 = PV2/108) for an undivided road or 2 x 108 (or 2 = PV2/108)
for a divided road, then there is requirement of pedestrian crossing facility.
63
 Travel frequency of passengers
The surveys are conducted at Bus stands and at Railway stations and the results are shown
in Table 4-42.
Table 4-42: Passengers at Terminal Stations

Terminal Name In Out Total
Vijayawada Railway Station 74877 71606 146483
Vijayawada Bus Stand 35161 33521 68682
Source: Primary survey, 2015
It is observed that most of the people are dispersing by Public Transport (APSRTC) and
Intermediate Public Transport (Auto Rickshaw). It is also observed that at Vijayawada
Railway station and Bus Stand 7.52% and 19.15% of people dispersing through Walk
respectively. Table 4-43 represents mode wise distribution of passenger dispersal.
Table 4-43: Mode Wise Distribution of Passenger Dispersal

Mode (%)
Total (%)
Two wheeler
Private Bus
Car/ Jeep/
Govt. Bus
Rickshaw
Location
Other
Cycle
Walk
Auto
Taxi
Van
Vijayawada Railway
2.6 6.5 1.2 59.2 0.9 21.7 7.5 0.0 0.4 100.0
Station
Vijayawada Bus Stand 6.8 4.2 0.3 22.1 0.3 47.1 19.2 0.0 0.0 100.0
It is observed that from the surveyed locations, most of the people are occasional
travellers. It is also observed that 7.52% and 9.39% of commuters are Regular Commuters
at Vijayawada Railway station and Bus Stand respectively. Table 4-44 represents travel
frequency of passengers.
Table 4-44: Travel Frequency of Passengers

S. Regular Occasional Total
Location
No Commuter (%) Traveler (%) (%)
1 Vijayawada Railway Station 7.52 92.48 100
2 Vijayawada Bus Stand 9.39 90.61 100
4.11 Boarding and Alighting at Bus Stop Locations

Bus stop boarding and alighting survey was conducted at major bus stops (12 Bus stops)
within the study area for a period of 16 hrs covering peak and non-peak periods. For these
64
bus stops, peak hour boarding and alighting along with total passengers for 16 hrs are
Table 4-45: Peak Hour Boarding and Alighting at Bus Stops

S. Total
Board Aligh Tota
N Bus Stop Peak Hour Passengers
ing ting l
o. (16 hours)
1 Bus Stand 11:00 - 12:00 315 193 508 6344
2 Raggi Chettu 18:00 - 19:00 298 310 608 5664
3 Railway Station 18:00 - 19:00 425 294 719 9271
4 Old Bus Stand 16:00 - 17:00 217 285 502 5018
5 Auto Nagar 08:00 - 09:00 135 144 279 3719
6 Benz Circle 16:00 - 17:00 292 290 582 7079
7 Ramavarappadu Ring Circle 12:00 - 13:00 289 304 593 7085
8 Fire Station 11:00 - 12:00 229 239 468 5375
9 PWD, Raithu Bazar 15:00 - 16:00 217 63 280 2952
10 1 - Town Police Station 14:00 - 15:00 117 91 208 2614
11 K. R. Market 12:00 - 13:00 391 285 676 9403
12 Krishna Lanka 11:00 - 12:00 354 353 707 8479
From the above table, it is observed that maximum number of passengers is observed at
Vijayawada Railway Station bus stop with 9271 passengers followed by K.R.Market bus
stop with 9403 passengers.
4.12 Vehicle Operator Survey (Passenger)

IPT Operator Survey:
Intermediate Public Transit (IPT) is also known as Para Transit. IPT plays an important and
unique role in the urban transportation system of IndiaIt plays an intermediary role
between a private vehicle and a public transit. Especially in India it also provides
substantial source of employment. It is the only alternative to public transport system in
several cities. So, an IPT operator survey has been carried out to assess the travel
characteristics of the different types of IPT modes.
In the study area, there are three types of IPT modes namely Shared Auto rickshaw/Auto
rickshaw, Taxi and Tata Ace/ Vikram. These operators were interviewed and the
observations are presented below.
The characteristics like age of the vehicle, average operating time of the vehicle,
maintenance cost and average trips and kilometres travelled are estimated and presented
65
below. These characteristics are used in the economic analysis and serve as input to the
transport demand model. The age of the various types of IPT modes is presented in Table
4-46.
Table 4-46: Age of Vehicles

Age of the Vehicle Auto (%) Taxi (%) Tata Ace/ Vikram (%)
< 2 Years 12.5 0 0
2-5 Years 70 10 80
6-10 Years 17.5 50 20
> 10 Years 0 40 0
From the above table, it is observed that most of the Autos and Tata Ace/ Vikram Vehicles
are 2-5 years old and 40% of the Taxis operating in the study area are more than 10 years
old. The average operating time of the IPT modes is presented in Table 4-47.
Table 4-47: Average Operating Time of Vehicles

Mode Auto Taxi Tata Ace/ Vikram
Average Operating Time 15 Hours/Day 15.5 Hours/Day 13.5 Hours/Day
From the above table, it is observed that average operating time per day is 14.7 hours.
Average annual maintenance cost of IPT modes is presented in the Table 4-48.
Table 4-48: Average Annual Maintenance Cost of Vehicles

Average Annual Maintenance Cost (Rupees/Year) 6500 15000 10200
From the above table, it is observed that the average annual maintenance cost for Auto -
Rs.6500, Taxis – Rs.15000 and Tata Ace/Vikram – Rs.10200.
Average number of trips and kilometres travelled per day by the IPT modes is presented in
Table 4-49.
Table 4-49: Average No. of Trips and Kilometers Travelled per Day
Average No. of Trips per Day 15 1 6.5
Average Kilometers Travelled per Day 215 89 262
66
From the above table, it is observed that Autos and Tata Ace/Vikram modes operate more
number of trips per day.
Observations:
 Average number passengers carried per trip, Auto – 4, Taxi – 3.6 and Tata
Ace/Vikram – 6.8 persons.
 Auto trips more for local i.e within city area from Bus Stand/ Railway Station
to within the city area and vice versa.
 Majority of the Tata Ace/Vikram trips are towards Guntur.
 Taxi Trips are more for local tourist places like Sri Kanaka Durga Temple,
Undavalli Caves, Bhavani Islland, etc.
Bus Operator Survey:
Public Transport Plays an important role in urban transportation in India and also provides
employment. Bus operator survey has been carried out to assess the travel characteristics.
The survey observations are mentioned below:
 Average number of passengers carried per trip is 34 persons.

 Average trip distance travelled is 328Kms.
 Majority of trips are towards Hyderabad, Visakhapatnam, Chennai, Tirupathi,
Bangalore, Khammam, etc.
 Average annual maintenance cost per bus per year is Rs.825000.
 Average fuel economy is 4.5 kilometres per litre.
 Majority of the fleet are more than 5 years old.
4.13 Truck Operator Survey

Truck operator survey has been carried out to assess the characteristics of the operators
in terms of their operating characteristics. This would act as a major input towards
economic analysis, model development and preparation of truck routing /terminal plans.
Trip Frequency:
Trip frequency of trucks is presented in Table 4-50. Majority of the trips are daily trips
(40.8%) followed by Monthly trips with 28.9%.
67
Table 4-50: Trip Frequency

S. No Trip Frequency % Share
1 Daily 40.8
2 Alternate Days 17.1
3 Weekly 11.8
4 Monthly 28.9
5 Quarterly 1.3
Grand Total 100
Commodity Type:
The type commodities carried by trucks are shown in Figure 4-18. Majority of the
commodities carried are Food grains/ Vegetables/ Cereals (27%) followed by Industrial
Material with 26%.
Rubber Related Products Others

Food Grains/
1.3% 3.9%
Empty Vegetables/
2.6% Cereals
27.6%
Consumer Items
7.9%
Wood
2.6%
Building
Materials
18.4%
Fisheries
2.6%
Petroleum
Industrial
Products Coal/ Stone
Materials
2.6% 3.9%
26.3%
Figure 4-18: Commodity Type

Operational Difficulties:
The truck operators were asked to specify their operational difficulties. Usual problems
were identified and asked them. The operational difficulties mentioned by truck operators
are given in Table 4-51.
Table 4-51: Operational Difficulties

S. No Operational Difficulties % Share
1 No Parking facility 32.9
2 Ban on some roads or time 21.1
3 Poor quality of roads 13.2
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S. No Operational Difficulties % Share

4 Narrow roads 9.2
5 No terminal facilities 9.2
6 Lack of general facilities 6.6
7 No weighing facilities 3.9
8 Others 3.9
Grand Total 100
From the above table it is observed that most of the truck operators are facing operational
difficulties due to the lack of truck parking facility, ban of entry on some roads, absence of
terminal facilities and Poor quality of roads. These necessitate the requirement of truck
terminals.
Observations:
 No parking and truck terminal facilities within study area. So vehicles park on
the road side on major arterial roads.
 Average trip distance travelled: 442kms
 Market value of goods range from Rs. 3,000 to Rs. 20,00,000
 Average loading capacity: 11 Tonnes
 Average designated time duration for loading and unloading inside the city 2
hours.
 The truck operating routes in the study area are from city areas of
Vijayawada to Hyderabad, Chennai, Visakhapatnam, Ongole, Tirupathi,
Vellore, Kolkatta, Bangalore, etc and vice versa.
4.14 Vehicle Pollution Check Survey at Petrol Pumps

Vehicle Pollution Check survey has been carried out at Petrol pump locations to assess the
Pollution levels in terms of their CO levels in percentage (%) and HC levels in Part Per
Million (PPM). This would act as a major input towards emission analysis, model
development and preparation of Low-Carbon plan.
Figure 4-19 represents the distribution of vehicles by fuel usage. It is observed that, LPG
fuel usage vehicles are very less as compared to other fuel usage vehicles such as Diesel
and Petrol.
69
LPG
0.9%
Petrol
45.4%
Diesel
53.7%
Figure 4-19: Distribution of Vehicles by Fuel Usage

Figure 4-20 represents the average mileage of the vehicles per litre or kg fuel.
60.00 54.5
50.00
40.00
27.6
30.00
16.2
20.00
10.00 5.3
0.00
2-Wheeler 3-Wheeler 4-Wheeler Bus/Truck
Figure 4-20: Average Mileage of Vehicles

From the above figure it is observed that, in the study area the average mileage for 2-
wheelers - 54.48kms, 3 wheelers - 27.56kms, 4 wheelers - 16.15kms and Bus/Truck -
5.30kms per litre or KG fuel.
Table 4-52 represents the distribution of vehicle life in the study area, which is assessed
based on manufacturing year of the vehicle.
Table 4-52: Distribution of Vehicle Life in Study Area

Vehicle Life Percentage
< 2 Years 20.4
2 - 5 Years 37.0
6- 10 Years 26.8
> 10 Years 15.7
Total 100
70
From the above table it is observed that about 15.74% of vehicles are more than 10 years
old. These vehicles need to be removed from the road,if they fail to meet the standard
pollution norms.
Table 4-53 represents the average vehicle pollution levels in terms of CO (%) and HC
(PPM) in the study area.
Table 4-53: Vehicle Pollution Levels in the Study Area

S. Regulation Standard Actual Reading
Vehicle Type
No CO (%) HC (PPM) CO (%) HC (PPM)
1 Petrol (2 Wheeler) 3.5 4500 1.66 2541.69
2 Petrol (4 Wheeler) 0.5 750 1.19 1262.43
Diesel/LPG (4 wheeler/ K-Value- K-Value-
3 HSU-65% HSU-56.13%
3 Wheeler) 2.5% 2.01%
Source: Primary survey, 2015 & Emission Norms Prescribed under Rule 115(2) of CMV Rules
1989.
From the above table it is observed that the average CO (%) and HC (PPM) levels are
exceeding the regulation standard value for Petrol fuelled 4-wheelers. It represents some
of the 4-wheelers are aged and failed to meet the standard pollution norms. These need
to be removed with immediate effect.
4.15 Urban Transport Situation

4.15.1 Analysing Road network
The conventional approach to analysing road network is to examine traffic volumes on
specific road alignments and propose road width, flyovers, etc. commensurate with the
traffic volume projections. However, the overall efficiency of a road network depends on
other factors as well. Based on the hierarchy of the road the Study area road network is
categorized. Figure 4-21 shows the hierarchy of the road network in the study area.
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Figure 4-21: Hierarchy of the Road Network

4.15.2 Major transportation nodes
Considering that the Study Area provides large scale basic employment, it attracts
considerable amount of traffic from surrounding areas, particularly from:
 Chilakaluripet
 Narasaraopeta
 Eluru
 Pamarru
 Gudivada
 Machilipatnam
 Nuzvidu
 Tenali
 Bapatla
 Nizampatnam
 Amaravati
 Sattenapalle
 Nandigama
 Jaggayyapeta
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 Visannapeta
 Villages surrounding study area
Currently there are a few major roads catering the traffic coming in to the city. They
include:
 National Highway (Hyderabad - Vijayawada)

 National Highway (Vijayawada – Chennai)
 National Highway (Vijayawada – Kolkatta)
 Vijayawada – Gudiwada - Machilipatnam Road
 Vijayawada – Nuzvidu Road
In addition to the listed major arterial roads, there are other city roads too that cater the
traffic in the core city areas.
There is one bus terminal in operation in the study area - Pundit Jawaharlal Bus Stand
Vijayawada. Vijayawada Railway station, provides an important means of rail transport to
commuters of Vijayawada.
Currently, there is an airport in Vijawada city located at Gannavaram. Given that the
airport is located outside Vijayawada limits, there is no major traffic bottle-necks while
commuting to the airport.
Within the study area, following are major Attractors:
 Kanaka Durga Temple

 Bavani Island
 Kaleswara Market
 Undavalli Caves
 Kondapalli Fort
 Gunadala Church
4.15.3 Bottleneck Analysis

At city level, the main bottle neck areas are Near Kanaka Durga Temple, Prakasam
Barriage, Fly over bridge near K.R.Market to Control room (Bunder road), etc. Average
travel speed in the study area from the primary survey is observed as 25.5KMPH. Figure
4-22 shows the bottle neck areas in the study area.
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Sri Kanaka Durga Temple Road

Figure 4-22: Bottlenecks in study area
4.15.4 Road Sections
Vijayawada acts as a major node connecting Hyderabad, Chennai, Visakhapatnam, Kolkata
and Bangalore and other cities of the country. The major roads passing through include
NH 5, NH 9, NH 221, NH 214, SH 2 SH 50 and SH 48.
NH 9 connects Vijayawada to Hyderabad. It is 4/6 lane divided corridor with Limited

access in the city area.
NH 5 is one of the important roads that passes through the core areas of city and connects
Vijayawada to Kolkata through nearby cities such as Gannavaram, Atkuru, Hanuman
Junction, Eluru, Rajamaundry and Visakhapatnam. This highway passes through the main
CBD areas of Vijayawada such as Krishna Lanka, Benz Circle, Auto Nagar, Prasadampadu,
Ramavarapadu and Gannavaram and has dense mixed growth on both sides. NH221 is
also an important road that connects Vijayawada to Kondapalli, Mylavaram, Tiruvuru and
Kothagudem.
74
4.15.5 Review of Public Transport System

Public Transport system (bus) is operated by APSRTC which at present has a total fleet of
680 buses running on 95 routes in Vijayawada city and sub-urban areas.
 The frequency of buses in the peak hour varies from 10 min to 15 minutes,
while in the non‐peak hour it varies from 20 min to 25 minutes.
 The buses are sheltered in seven bus depots at Vijayawada – Governorpet-1,
Governorpet-2, Ibrahimpatnam, Vidyadharapuram, Autonagar, Gannavaram
and Vuyyuru.
 Bus queue shelters and bus box markings on carriageway are almost absent
in the city, as a result of which the buses tend to stop erratically on roads
depending on passengers’ demand for boarding‐alighting. This hinders
smooth traffic movement and also creates potential for accidents.
 Shared auto‐rickshaws and Autos together account for about 20% of all peak
hour trips and form the life‐line of Vijayawada city transport system,
especially in the inner areas.
 There are rickshaws and cycle‐rickshaws in the study area.
The level of passenger amenities and infrastructure in terms of waiting areas, boarding‐
alighting bays, passenger information system, public conveniences, etc. is very low in the
terminals.
4.15.6 IPT Characteristics

It is observed that auto and share auto percentages are more in the study area.
There is a need of proper management and also proper parking facilities should be
provided for the IPT modes to improve the mobility of Vijayawada.
4.15.7 Private Transport

Private bus operators also provide transport services in the city. Motor-driven auto-
rickshaws and manual-driven cycle-rickshaws are the other alternative means of transport
within Vijayawada There is a need in rationalization of the routes for both private and
public transport busses.
75
4.15.8 Major Traffic Production / Attraction Centers

It is learnt from Trucks Owners association interviews that in the study area, the regional
level producers (of trips) are Chennai, Hyderabad, Visakhapatnam, Machilipatnam, Kolkata
and Bangalore.
And also at city level the main production and attraction centers are Kaleswar Rao Market,
Auto Nagar, Sri Kanaka Durga Temple, Amaravati, Undavalli Caves, Kondapalli Fort, Island
on Krishna River, Mangalagiri Hill Temple, etc.
4.15.9 Review of Urban Goods Distribution

Goods Yard:
In Vijayawada there are two goods yards located at Auto Nagar and Bhavani Nagar. The
trucks parked at Auto Nagar goods yard is shown in the Figure 4-23.
Auto Nagar goods yard has an approximate area of 2000 Sq.mts. There is lack of basic
infrastructure facilities at present, and hence, improvements are needed.
Figure 4-23: Trucks Parked at Auto Nagar Goods Yard and Bhavani Nagar Goods Yard,
Vijayawada
Bhavani Nagar goods yard has an approximate area of 2200 Sq.mts. At present, yard lacks
basic infrastructure facilities and hence, improvements are needed.
The observations are given below:
 Owners of the trucks are from in and around places of Vijayawada.

 Trucks will be booked from here to other areas. Maximum of Trucks are
booked to carry the load from Vijayawada to the other places.
 Many Cold Storages are located in the Vicinity.
 Vegetables, Paddy and other food grains are brought from nearby villages.
76
 Food Grains, Industrial Materials and Building materials are major

commodities.
 More than 40% of trips are daily based trips.
 Trucks are parked here because Vijayawada serves as a central place to reach
other places like Machilipatnam, Hyderabad, Visakhapatnam, Chennai,
Kolkata and Bangalore.
4.15.10 Review of Traffic safety and enforcement

There are many measures in place with regards to Traffic safety and enforcement.
Because of lack of enforcement, safety has become one of the main concerns at major
intersections. Certain junctions like Benz circle, Ramesh Hospitals, etc, are accident prone
areas due to lack of safety and more vehicular-pedestrian conflicts. Overall the pedestrian
facilities are very poor not only at the junctions even at the mid-block pedestrian
crossings.
4.15.11 Review of Existing Environmental and Social Conditions

Because of the increasing private/personalized mode of transport there is a huge
deterioration in environment levels and social conditions. The elements of emissions from
vehicles such as Carbon-mono-oxide, Hydrocarbons and Particulate matter have
significantly increased during the years. Introduction of Public Transport Systems will
definitely reduce the carbon emissions. As the traffic will get choked in peak hours, travel
time is increasing with huge vehicular growth. The implementation of proposed projects
will definitely enhance the mobility and reduce travel time, thus have some positive social
impact.
77
5 SERVICE LEVEL BENCHMARKS

5.1 Introduction
Benchmarking is a tool used by public agencies to make more informed decisions
regarding the performance, make comparisons internally and with other organizations
and continuously improve performance using the lessons learned through this comparison
process. Benchmarking allows public agencies to direct limited resources to the
program. Benchmarking helps to establish baseline measures of performance, and helps
monitor the agency’s individual performance over time, and also how it compares with
the other organizations, and also improving performance by sharing of lessons learnt from
different entities.
5.2 Need for Benchmarking for Vijayawada

The National Urban Transport policy (NUTP) 2006 highlights the crucial link between
transport demand and land use planning and the need to develop an integrated mobility
plan for each city. Accordingly, each city should develop comprehensive mobility plan
during the 12th five year plan with focus on accessibility, mobility and traffic flow (in that
order). Rather than the present approach of “predict and provide” it has to be “Planning
for the desirables”. However, there need to be some yardstick to measure and compare
the effectiveness of policies and urban projects across cities. Urban agencies in India
currently do not have any system for measuring performance of urban transport activities,
assessing impacts of projects and taking further action on them. The service level
benchmarks (SLB) issued by MOUD specify parameters to measure the effectiveness of
land use-transport planning in Vijayawada.
The SLBs describe the levels of transport performance like safety and access, pollution,
accidents, congestion etc. in the study area, currently. They indirectly reflect the state of
governance in the city. Above all, these benchmark indicators allow stakeholders to
quantify the past, present and changes in transport and its sustainability.
5.3 Performance Bench Marks for Urban Transport

Service level benchmarks have been identified for the following parameters by the
Ministry of Urban Development (MoUD):
78
1. Public transport facilities
 Presence of organized public transport system in urban area (%)

 Extent of supply availability of public transport
 Service coverage of public transport in the city
 Average waiting time for public transport users (mins)
 Level of comfort in public transport
 % of fleet as per urban bus specification
2. Pedestrian infrastructure facilities
 Signalized intersection delay (%)

 Street Lighting (Lux)
 % of city covered
3. Non-Motorized Transport (NMT)facilities
 % of network covered
 Encroachment on NMT roads by vehicle parking (%)
 NMT parking facilities at interchanges (%)
4. Level of usage of Intelligent Transport System (ITS) facilities
 Availability of traffic surveillance (%)

 Passenger Information System (PIS) (%)
 Global Positioning System (GPS)/ General Pocket Radio Service (GPRS) (%)
 Signal Synchronization (%)
 Integrated ticketing System (%)
5. Travel speed (Motorized and Mass Transit) along major corridors
 Average travel speed of personal vehicles (Kmph)

 Average travel speed of public transport (Kmph)
6. Availability of parking spaces
 Availability of on street paid public parking spaces (%)

 Ratio of maximum and minimum parking fee in the city
7. Road safety
 Fatality rate per lakhs population

 Fatality rate for pedestrian and NMT (%)
8. Pollution levels
79
 Sulpher di Oxide (So2)

 Oxides of Nitrogen
 Suspended Particulate Matter(SPM)
 Respirable Suspended Particulate Mattetr(RSPM) (Size less than 10
microns)
9. Integrated land use transport system
 Financial Population Density – Gross (Persons/Developed area in hectare)

 Mixed Land-use on Major Transit Corridors / Network (% area under non-
residential use)
 Intensity of Development – City wide (FSI)
 Intensity of development along transit corridor (FSI transit corridor/FSI)
 Clear Pattern and Completeness of the network
 % of area under Roads
 %age network having exclusive ROW for Transit network
5.4 Computation of Indices

In Service Level Benchmark, four levels of Service (LoS) have typically been specified. They
are LOS1, LOS2, LOS3 and LOS4. The LOS1 represents the highest performance level
whereas LOS4 represents the Lowest. Hence, the goal is to attain LOS1. This section
describes the computation process for all the indicators.
5.4.1 Public Transport Facilities

This benchmark indicates the city-wide level of services provided by public transport
systems during peak hours in Vijayawada. The overall level of service for this benchmark is
based on the following indicators:
1. Presence of Organized Public Transport System in Urban Area

2. Availability of Public Transport
3. Service Coverage of Public Transport in the City
4. Average Waiting Time for Public Transport Users
5. Level of Comfort in Public Transport
6. Percentage of Fleet as per Urban Bus Specifications
80
Presence of Organized Public Transport System in Urban Area:
Calculation of presence of organized public transport system in urban area is shown in

Table 5-1.
Table 5-1: Presence of organized public transport
S.No Calculation Unit Description Data Source Value

a. Total buses in the city. No. Buses operating on road. APSRTC 674
Organized public transport
– run by a company or
The total number of buses
SPV formulated specifically
under the ownership of
b. No. for the operation or public APSRTC 674
STU/SPV or under
transport within the city or
concession agreement
under concession
agreement.
Presence of Public
c. Transport System in % Calculate= [b / a]*100 100
Urban Area
The indicator’s LoS ranges are given in Table 5-2
Table 5-2: LOS range for presence of PT
LOS Presence of Organized Public Transport System in Urban Area (%)

1 >= 60
2 40-60
3 20-40
4 <20
Based on the above, the corresponding LoS value for the indicator ‘Presence of Organized
Public Transport System in Urban Area’ is 1. All the buses are operated by APSRTC in
Vijayawada.
Extent of Supply / Availability of Public Transport System:
Calculation of the Extent of Supply/Availability of Public Transport System is shown in

Table 5-3.
81
Table 5-3: Availability of Public Transport

Data
S.no Calculation Unit Description Value
source
Number of public transport
vehicles operating in the city,
which may be lower than the
No of Buses/
number of vehicles owned by the
train coaches
a. No. utility or that authorized to ply. APSRTC 674
available in a
Daily average values over a time
city on any day.
period of a month may be
considered. (1 train coach is
equivalent to 3 buses).
Current population should be
considered. Past census figures
Total Population should be used as base, and
b. No. Census 12,83,785
of the city annual growth rate should then be
used to arrive at current
population.
PT Availability
c. /1000 Ratio Calculate= [a / b] 0.52
population
The indicator’s LoS ranges are given in Table 5-4.
Table 5-4: LoS range for availability of PT
LOS Extent of supply availability of public transport
1 >= 0.6
2 0.4 – 0.6
3 0.2 – 0.4
4 <0.2
Based on the above, the corresponding LoS value for the indicator ‘Extent of
Supply/Availability of Public Transport System’ is 2. This indicates that Vijayawada has a
deficiency in supply of organized public transport, i.e. the number of buses has not
increased proportionally to the increase in population, and hence new buses will have to
be procured.
Service Coverage of Public Transport in the City:
The calculation of the Service Coverage of Public Transport in the City is given in Table 5-5,
shows the public transport network in the city.
82
Table 5-5: Service coverage of Public Transport

Data
source
Total length of the public transport
corridor within the urban limits
Total length in
should be considered. Corridors
road of the
along which the service frequency
corridors on which Road
a. is one hour or less should only be APSRTC 98
public transport Kms.
considered. Public transport
systems ply in the
systems may be road or rail or
city.
water based, and include public or
private transport service provider
Area of the urban limits should be
considered. This may correspond to
the urban limits demarcated by the
Area development authority /
Area of the urban
b. in sq. metropolitan area, or any other VMA 104.8
limits of the city
Kms. such urban planning agency which
need to be covered by public
transport. This need not be
restricted to municipal boundaries
c. Service Cover Ratio Calculate= [a / b] 0.94
Table 5-6: LoS range for service coverage of PT

LOS Service coverage of public transport in the city
1 >= 1
2 0.7- 1
3 0.3 - 0.7
4 < 0.3
Based on the above, the corresponding LoS value of 2 indicates that coverage of public
transport network is adequate in Vijayawada city, except few localities which are not
covered by public transport.
Average Waiting Time for Public Transport Users:
The calculation of the Average Waiting Time for Public Transport Users is usually based on
the headway data collected by undertaking primary surveys. The headway data was
collected route wise (in min) for buses at each of the identified bus stops during morning
and evening peak hours. From the data collected, average headway for that particular
route was calculated. This method was repeated for all selected routes. The average
waiting time of passengers for each route was calculated as half of the average headway
for that particular route.
83
A frequency distribution table for the headways collected was made and the median was
found and the average wait time was calculated as 7 minutes 8 seconds.
Table 5-7: LoS range for Avg waiting time for PT users
LOS Average waiting time for public transport users (minutes)`

1 <= 4
2 4-6
3 6-10
4 > 10
Based on the above, the corresponding LoS value for the indicator ‘Average Waiting Time
for Public Transport Users’ is 3. This indicates that Public transport in Vijayawada city has
somewhat low frequency, (a setback due to the slight decline in the number of
operational).
Level of Comfort in Public Transport
This indicator was originally calculated by surveying the passengers boarding and alighting
along the key corridors. During these surveys, the number of seats in the buses was also
recorded. The LoS was taken to be the average load factor of all routes. On this basis, the
comfort factor was calculated as 0.95. The indicator’s LoS ranges are given in Table 5-8.
Table 5-8: LoS range for level of comfort in PT

LOS Level of comfort in public transport
1 <= 1.5
2 1.5 – 2
3 2 - 2.5
4 > 2.5
Based on the above, the corresponding LoS value for the indicator ‘Level of Comfort in
Public Transport’ is 1. This indicates that the public transport provided in Vijayawada is
comfortable, as majority of people get seating space while travelling.
Percentage of Fleet as per Urban Bus Specifications
The calculation of the Percentage of Fleet as per Urban Bus Specifications is shown in
Table 5-9.
84
Table 5-9: Percentage of Fleet as per Urban Bus Specifications

S.No. Calculation Unit Description Data Source Value
a. Total number of buses in the city No. Total fleet APSRTC 680
Total number of buses as per urban Fleet as per

b. No. APSRTC 315
bus specifications in the city UBS
% of Fleet as per Urban Bus Calculate= [b
c. % 46.3
Specifications / a] * 100
Table 5-10: LoS range for % of fleet as per urban bus specification
LOS Percentage of fleet as per urban bus specifications

1 75 – 100
2 50 – 75
3 25 – 50
4 < 25
Based on the above, the corresponding LoS value for the indicator ‘Percentage of Fleet as
per Urban Bus Specifications’ is 3. Though there has been a marginal increase in the
number of buses as per urban bus specification, it is not sufficient to reflect an
improvement in the LoS of the city. This indicates that more buses should adhere to the
urban bus specifications.
Level of Service for Public Transport Facilities
Table 5-11: Level of service for Public Transport Facilities

Presence
Service Avg
of Level of
coverag waiting % of fleet
organized Extent of comfort
e of time as per
public supply/availabi in
LoS public for urban bus
transport lity of public public
transpo public specificati
system in transport transpo
rt in transpo on
urban rt
the city rt users
area (%)
1 >= 60 >= 0.6 >= 1 <= 4 <= 1.5 75 – 100
2 40-60 0.4-0.6 0.7- 1 4—6 1.5 - 2 50 – 75
3 20-40 0.2-0.4 0.3 - 0.7 6—10 2 - 2.5 25 – 50
4 <20 <0.2 < 0.3 > 10 > 2.5 < 25

Indicator
1 2 2 3 1 3
LoS
Based on the above indicators, the overall score of the benchmark for Vijayawada comes
to 12. The Benchmark’s LoS ranges are given in Table 5-12.
85
Table 5-12: Overall LoS for Public Transport Facilities

Overall LOS Sum of LoS indicators
1 < 12
2 12 –16
3 17 – 20
4 21 – 24
The LoS for the parameter “Public Transport Facilities” for Vijayawada is found to be 2.
This indicates that the city still needs more buses conforming to the urban bus
specifications.
5.4.2 Pedestrian Infrastructure Facilities

This benchmark indicates the percentage of road length along arterial and major road
network, Public Transport corridors, and intersections in Vijayawada, having adequate
pedestrian facilities.
The overall level of service for this benchmark is based on the following indicators:
1. Signalized Intersection Delay

2. Street Lighting (LUX)
3. Percentage of City Covered
Signalized Intersection Delay
The calculation of the Signalized Intersection Delay is shown in Table 5-13:
Table 5-13: Signalized intersection delay

S.no Calculation Unit Description Data Source Value
Calculate the average total
Total number of
waiting time of passengers
signalized
of all arms of signalized
intersections
intersection and divide by 2
having average DCP Traffic
a. No. to get average waiting time. 12
waiting time Police,
If there is any foot
more than 45
over/under bridge at any
seconds for
arm, then waiting time for
pedestrians
that particular arm is zero
Total number of Identify the total number of
DCP Traffic
b. signalized No. signalized intersections in a 12
Police,
intersections city
Signalized
c. intersections % Calculate= [a / b] * 100 100
Delay (%)
The city has no new installations of traffic signals over the monitoring period.
86
Table 5-14: LoS range for signalized intersection delay
Overall LOS Signalized intersection delay

1 <25
2 25 – 50
3 50 – 75
4 > = 75
The traffic signals do not have a pedestrian phase thereby increasing the intersection
delay for pedestrians, this retains the LoS value for the indicator ‘Signalized Intersection
Delay’ at 4.
Street Lighting
The calculation of the Street lighting is based on lux data collected by undertaking primary
surveys.
The city has proposals to convert all street lights to LED lights and there has been a 1.08%
increase in the number of streetlights. As this is a minute fraction in comparison to the
total number of streetlights, there was no observed change in the overall lux readings in
the city.
Samples of lux data was collected per km along the arterial / sub arterial road network
and public transport corridors. A frequency distribution was created for all the lux levels
observed. Table 5-15 shows the locations where lux readings are available.
Table 5-15: Street light readings

Lux reading available Nos.
Both sides light reading 424
Light reading available for only one side 538
No light reading 275
Total 1237
The cumulative frequency where the collected data crosses 50% mark was 0. The
indicator’s LoS ranges are given in Table 5-16
Table 5-16: LoS range for street light Lux

LOS Street lighting (Lux)
1 >=8
2 6—8
3 4—6
87
LOS Street lighting (Lux)

4 <4
Based on the above, the corresponding LoS value for the indicator ‘Street lighting’ is 4.
This indicates that Vijayawada has a significant lack of adequate visibility along the
footpaths. Though some locations had streetlights, but with very low intensities.
Percentage of City Covered
The calculation of the Percentage of City Covered by Footpaths is shown in Table 5-17:
Table 5-17: Percentage of city covered by footpaths

S.No. Calculation Unit Description Value
Total length of road network (multiplied
a. Km 252.72
by 2)
Total length of footpath of a city
b. (footpath width >= 1.8m, multiplied by Km 11.51
2 if on both sides)
Percentage of City Covered by Calculate= [b / a]
c. % 5
Footpaths * 100
Based on this, Percentage of City Covered by footpaths is 5%. The indicator’s LoS ranges
are given in Table 5-18:
Table 5-18: LoS range for percentage of city covered by footpaths

LOS Percentage of city covered
1 > = 75
2 50 – 75
3 25 – 50
4 <25
As there have been minor additions to the footpath network in Vijayawada, but this
addition is not significant enough to bring a change in the LoS of the city.
The LoS value for the indicator ‘Percentage of City Covered’ is 4. The authorities will need
to construct continuous footpaths across the city.
Level of Service for Pedestrian Infrastructure Facilities
Table 5-19: Pedestrian Infrastructure Facilities

Signalized
Level of Service Street
intersection delay % of city covered
(LoS) lighting (Lux)
(%)
1 <25 >=8 > = 75
2 25 – 50 6 -8 50 - 75
88
Signalized
Level of Service Street
intersection delay % of city covered
(LoS) lighting (Lux)
(%)
3 50 – 75 4-6 25 - 50
4 > = 75 <4 <25
Indicator LoS 4 4 4
Based on the above indicators, the overall score of the Benchmark for Vijayawada comes
Table 5-20: Overall LoS for pedestrian infrastructure facilities

Overall LOS Sum of LoS of Indicators
1 3–5
2 6–8
3 9 – 10
4 11 – 12
The LoS for the parameter “Pedestrian Transport Facilities” for Vijayawada city is 4. This
indicates that the city lacks adequate Pedestrian facilities and requires major
improvements/investments in this category.
5.4.3 NMT Facilities

This benchmark indicates the percentage of dedicated cycle track/lane along the arterial
and major road network, and public transport corridors in Vijayawada, with a minimum of
2.5 m width. It is characterized by continuous length, encroachment on NMT lanes, and
parking facilities. The overall level of service for this benchmark is based on the level of
service for the following indicators:
1. Percentage of Network Covered

2. Encroachment on NMT roads by Vehicle Parking
3. NMT Parking facilities at interchanges
Percentage of Network Covered
The calculation of the Percentage of Network Covered by NMT Facilities is shown in Table
5-21.
Table 5-21: Percentage of network covered by NMT facilities
a. Total length of road network Km - 252.72
89

Total length of NMT network (minimum of 2.5 m
b. Km - 0
width)
Calculate= [b /
c. Percentage of network covered % 0
a] * 100
Based on this, Percentage of City Covered by NMT network is 0%. The indicator’s LoS
ranges are given in Table 5-22
Table 5-22: LoS range for percentage of city covered by NMT network
LOS Percentage of network covered
1 > = 50
2 50 – 25
3 25 – 15
4 < 15
The LoS for the indicator ‘Percentage of Network Covered’ by NMT facilities is 4.
Encroachment on NMT Roads by Vehicle Parking
As Vijayawada lacks a full-fledged NMT network. However, wherever available, the

footpaths are highly encroached.. The calculation of the Encroachment on NMT Roads by
Vehicle Parking is shown in Table 5-23:
Table 5-23: Encroachment on NMT roads by vehicle parking

Total length of the parking on NMT Primary
a. Km - 0
track survey
Primary
b. Total length of NMT network Km - 0
survey
Encroachment on NMV roads by Calculate= [a / b] *
c. % -
vehicle parking 100
Table 5-24: LoS range for encroachment on NMT roads by vehicle parking
LOS Encroachment on NMT roads by vehicle parking
1 < = 10
2 10 – 20
3 20 – 30
4 > 30
As there is no NMT network in the city, hence the LoS value for the indicator
‘Encroachment on NMT Roads by Vehicle Parking’ is 4.
90
NMT Parking Facilities at Interchange
The calculation of the NMT Parking Facilities at Interchange is shown in Table 5-25 below:
Table 5-25: NMT parking facilities at interchange

Total number of interchanges (major
Primary
a. Bus stops, Terminals and Railway No - 55
Survey
stations)
Total number of interchanges having Primary

b. No - 29
Bicycle parking (within 250m radius) Survey
Calculate= [b /
c. NMT parking facility at interchanges % 52.72%
a] * 100
The indicator’s LoS ranges are given in Table 5-26
Table 5-26: LoS range for NMT parking facilities at interchanges

LOS NMT Parking facilities at interchange
1 > = 75
2 50 – 75
3 25 – 50
4 <25
The corresponding LoS value for the indicator ‘NMT Parking Facilities at Interchange’ is 2.
This shows that significant number of interchanges have NMT parking within 250 m
around them in Vijayawada.
Level of Service for Non-Motorized Transport (NMT) Facilities
Table 5-27: Non-Motorized Transport facilities

Encroachment on NMT
% of network NMT parking facilities at
LOS roads by vehicle
covered interchanges (%)
parking (%)
1 > = 50 < = 10 > = 75
2 50 – 25 10 – 20 50 - 75
3 25 – 15 20 – 30 25 - 50
4 < 15 > 30 <25
Indicator
4 4 2
LoS
91
Table 5-28: Overall LoS for NMT facilities

1 3–5
2 6–8
3 9 – 10
4 11 – 12
The LoS for the parameter “NMT Facilities” for Vijayawada is 3. This indicative of poor
performance in the provision of NMT facilities.
5.4.4 Level of Usage of ITS Facilities

This benchmark indicates the efforts to add information technology to transport
infrastructure and vehicles in an effort to manage factors that are typically at odds with
each other. The overall level of service for this benchmark is based on the following
indicators:
1. Availability of Traffic Surveillance

2. Passenger Information System (PIS)
3. GPS/GPRS Systems
4. Signal Synchronization
5. Integrated Ticketing System
Availability of Traffic Surveillance
The calculation of the Availability of Traffic Surveillance is shown in Table 5-29:
Table 5-29: Availability of traffic surveillance

Data
S.No Calculation Unit Description Value
Source
Total number of Bus stations on BRTS, major
SP
a. Bus Stops, Terminals, Metro Stations and No - 28
Police
Signalized Intersections having CCTVs
Total number of Bus stations on BRTS, major
b. Bus Stops, Terminals, Metro Stations and No - APSRTC 65
Signalized Intersections
Calculate=
c. Availability of Traffic Surveillance – CCTV % 43%
[a /b] * 100
The city has installed CCTV’s at 28 locations, and thus the availability at the city level is at
43%. The indicator’s LoS ranges are given in Table 5-30
Table 5-30: LoS range for Availability of traffic surveillance

LOS Availability of Traffic Surveillance
1 >= 75
2 50–75
92
LOS Availability of Traffic Surveillance

3 25–50
4 < 25
Thought there have been additional CCTV installations for traffic surveillance, it is not
adequate enough which is reflected in the LoS. The LoS value for indicator ‘Availability of
Traffic Surveillance’ is 3.
Passenger Information System (PIS)
The calculation of the Availability of Passenger Information System (PIS) is shown in Table
5-31.
Table 5-31: Passenger Information System

Data
Source
Total number of Bus Stops, Terminals,
a. No - APSRTC 23
Metro Stations having PIS
Total number of Bus Stops, Terminals, VMC/
b. No - 65
Metro Stations APSRTC
Passenger Information System (PIS) for Calculate= [a /b]
c. % 35.3%
Public Transport * 100
The city has had a minor degradation in terms of passenger information systems. This has
decreased the availability of PIS from 43% to 35.3%. The indicator’s LoS ranges are given in
Table 5-32.
Table 5-32: LoS range for availability of passenger information system

LOS Availability of Passenger Information System (PIS)
1 >= 75
2 50–75
3 25–50
4 < 25
LoS value for the indicator ‘Passenger Information System (PIS)’ is 3. This shows that
Vijayawada requires significant investment in Passenger Information System (PIS) to
improve the LoS.
Global Positioning System (GPS/GPRS)
The calculation of Global Positioning System (GPS/GPRS) is shown in Table 5-33.
Table 5-33: Global positioning system

Data
Source
Public Calculate total No. of Public
transport Transport Vehicles and IPT with
a. No. APSRTC 0
vehicles and onboard GPS/GPRS which are
IPT with connected to common control
93
Data
Source
functional center
onboard GPS/
GPRS,
connected to
common
control center
Total public
transport Calculate total no. of Public
b. No. APSRTC 32455
vehicles and Transport Vehicles and IPT
IPT
Global
Positioning
c. % Calculate= [a / b] * 100 0
System /
GPRS
The indicator’s LoS ranges are given in Table 5-34 .
Table 5-34: LoS range for global positioning system availability

LOS Global Positioning System (GPS/GPRS)
1 75 – 100
2 50 – 75
3 25 – 50
4 < 25
None of the buses or IPT operating in Vijayawada are fitted with GPS/GPRS. Therefore,
corresponding LoS value for the indicator ‘Global Positioning System (GPS/GPRS)’ is 4. This
shows that Vijayawada is yet to undertaken initiatives to promote GPS/GPRS in public
transport and requires further significant investment in this sector.
Signal Synchronization
The calculation for signal synchronization is as shown in Table 5-35.
Table 5-35: Signal Synchronization

Data
S.No Calculation Unit Description Value
Source
Calculate total No. of signalized DCP
No. Of signals which
a. No. signals which are synchronized in (Admin) 0
are synchronized
the city Office
DCP
Total number of Calculate total no. of Public
b. No. (Admin) 6
signalized intersections Transport Vehicles and IPT
Office
c. Signal synchronization % Calculate= [a / b] * 100 0
94
Table 5-36: LoS range for Signal synchronization
LOS Global Positioning System (GPS/GPRS)

1 >75
2 50 – 75
3 25 – 50
4 < 25
The LoS for indicator ‘Signal Synchronization’ is 4 indicative of poor performance on this
front.
Integrated Ticketing System
The calculation of Integrated Ticketing System is shown in Table 5-37.
Table 5-37: Integrated ticketing system

S. Data
Calculation Unit Description Value
No. Source
Calculate number of
Total number of modes and
public transport modes
operators in the city (buses, IPT, APSRTC/
a. No. and operators for each 0
metro etc) which have integrated VMC
route in the city which
ticketing system
are integrated
Calculate the total
Total Number of modes and number of public
APSRTC/
b. operators in the city (Buses, IPT, No. transport modes and 3
VMC
Metro etc) operators for each
route in the city
Calculate= [a / b] *
c. Integrated Ticketing System % 0%
100
Table 5-38: LoS range for integrated ticketing system

LOS Integrated ticketing system
1 75 – 100
2 50 – 75
3 25 – 50
4 < 25
None of the modes in Vijayawada have an integrated ticketing system. Hence there is no
change in the LoS value for the indicator ‘Integrated Ticketing System’ which is 4. This
shows an absence of integrated ticketing system for all major PT/ IPT vehicles in
Vijayawada.
95
Level of Service for ITS Facilities
Table 5-39: ITS Facilities

Availabilit Passenger Global
Signal Integrated
y of Traffic Information Positioning
LOS Synchroniza Ticketing
Surveillan System System /
tion (%) System (%)
ce (%) (PIS) (%) GPRS (%)
1 >=75 >=75 >=75 >=75 >=75
2 50 - 75 50 – 75 50 – 75 50 - 75 50 - 75
3 25 - 50 25 – 50 25 – 50 25 - 50 25 - 50
4 < 25 < 25 < 25 < 25 < 25
Indicator
LoS 3 3 4 4 4
Table 5-40: Overall LoS for ITS facilities

1 5–7
2 8 – 10
3 11 – 15
4 16 – 20
The LoS for the parameter “ITS Facilities” for Vijayawada is 4. This throws light on the
need for drastic improvements in terms of synchronized signals, PIS facilities at all bus
stops and GPS/GPRS on-board all buses and IPT in the city.
5.4.5 Travel Speeds

This benchmark provides an indication of effective travel time or speed of public or private
vehicles by taking into account indications of congestion or traffic density. The overall
level of service for this benchmark is based on the following indicators:
 Travel speed of personal vehicles along key corridors

 Travel speed of public Transport along key corridors
Travel Speed of Personal Vehicles along Key Corridors

The calculation of Travel Speed of Personal Vehicles along Key Corridors is based on Speed
and Delay Survey data collected for Vijayawada. The surveys involved identification of the
key corridors using motorized transport in the city. On these corridors, average speeds
during peak hours on working days were calculated. Based on the LoS’s identified in Table
5-41, the LoS was determined for each corridor.
96
Table 5-41: LoS range for travel speeds of personal vehicles

LOS Average Travel speed of Personal vehicles (Kmph)
1 > =30
2 25 – 30
3 15 – 25
4 < 15
The observed average travel speed for personal vehicles in Vijayawada is 25.5 Kmph,
hence the LoS for indicator ‘Travel Speed of Personal Vehicles along Key Corridors’ i.e. 2.
Travel speed of Public Transport along Key Corridors

The calculation of Travel Speed of Public Transport along Key Corridors is based on Speed
and Delay Survey data collected for Vijayawada.
The surveys involved identification of the key public transport corridors in the city. On
these average speeds during peak hours on working days were calculated. Based on the
LoS’s identified in Table 5-42, the LoS was determined along each corridor.
Table 5-42: LoS range for average travel speeds of public transport
LOS Average Travel speed of Public Transport(Kmph)

1 > =20
2 15 –20
3 10–15
4 < 10
The observed average travel speed for personal vehicles in Vijayawada is 20 Kmph, hence
the LoS for indicator ‘Travel Speed of Public transport along Key Corridors’ i.e. 2.
This indicates that public transport modes in Vijayawada face moderate congestion along
the network and will require traffic management plans to improve travel times.
Level of Service for Travel Speeds

Table 5-43: Travel Speeds in kmph
Average Travel Speed of Personal Average Travel Speed of Public
LoS
Vehicles Transport
1 > =30 < =20
2 25 – 30 15 - 20
3 15 – 25 10 - 15
4 < 15 > 10
Indicator
2 2
LoS
97
Table 5-44: Overall LoS for travel speeds

Overall
Sum of LoS of Indicators
LOS
1 2
2 3–4
3 5–6
4 7–8
The LoS for the parameter “Travel Speeds” for Vijayawada is 2. This indicates that
congestion affects both private as well as the public modes of transport in Vijayawada.
5.4.6 Availability of Parking Spaces

This benchmark indicates the restrictions on free parking spaces for all vehicles in
Vijayawada. The overall level of service for this benchmark is based on the level of service
for the following indicators:
 Availability of On-Street Paid Public parking Spaces

 Ratio of Maximum and Minimum parking fee in the City
Availability of On-Street Paid Public Parking Spaces

The calculation of the Availability of on-street paid parking spaces is shown in Table 5-45.
Table 5-45: Availability of on-street paid parking

S.no Calculation Unit Description Data Source Value
Total available on-street paid
a. parking spaces in ECS allotted ECS - Primary Survey 126
for all vehicles
Total available on-street
b. parking spaces in ECS allotted ECS - Primary Survey 10120
for all vehicles
Availability of paid parking Calculate= [a
c. % 1.25
spaces /b] * 100
Based on this the availability of on-street paid parking spaces is 1.25%. The
indicator’s LoS ranges are given in Table 5-46:
Table 5-46: LoS range for availability of on-street paid parking
LOS Availability of On-Street Paid Public Parking Spaces

1 > =75
2 50–75
3 25– 50
4 < 25
98
There has been no additions of organized on-street paid parking spaces in the city in the
past few years, therefore the LoS for the indicator ‘Availability of On-Street Paid Public
Parking Spaces’ for Vijayawada is 4.
Ratio of Maximum and Minimum Parking Fee in the City

It is the ratio of maximum parking fee being charged per 2 hours for public parking, to the
minimum parking fee being charged per 2 hours for public parking at a location in the city.
This indicator is based on on-street parking survey data and off-street parking operations
data from the operators or the local authority. The calculation of the ratio of maximum
and minimum paid parking is shown in Table 5-47. In Vijayawada only 1.25% of the on-
street parking is charged.
Table 5-47: Ratio of maximum and minimum parking fee

Maximum parking fee being
a. charged per 2 hours in the city INR - 20
for public parking
Minimum parking fee being
b. charged per 2 hours in the city INR - 20
for public parking
Availability of paid parking
c. Calculate= [a /b] 1
spaces
As there is no variation in the minimum and maximum parking charges in the city, the
ratio of the same is 1. The indicator’s LoS ranges are given in Table 5-48:
Table 5-48: LoS range for parking fee ratio
LOS Ratio of Maximum and Minimum Parking Fee

1 >4
2 2–4
3 1–2
4 1
The indicator ‘Ratio of Maximum and Minimum Parking Fee’ for Vijayawada is 4.
Level of Service for Availability of Parking Spaces

Table 5-49: Availability of parking spaces
Availability of on street paid Ratio of Maximum and Minimum

LOS
public parking spaces (%) Parking Fee in the City
1 > =75 >4
2 50 – 75 2–4
3 25 – 50 1–2
99
Availability of on street paid Ratio of Maximum and Minimum

LOS
public parking spaces (%) Parking Fee in the City
4 < 25 1
Indicator
4 4
LoS
Table 5-50: Overall LoS for Parking space availability

Overall
LOS
1 2
2 3–4
3 5–6
4 7–8
The LoS for the parameter “Availability of Parking Spaces” for Vijayawada has remained
the same at 4. The excessive availability of free on-street parking needs to be controlled
by the authorities to regulate heavy vehicular traffic. The on-street parking facilities shall
need to be charged, and the same may be used to provide for improved NMT
infrastructure in the city.
5.4.7 Road Safety

This benchmark monitors the extent to which road users, and especially vulnerable road
users, are impacted within the overall set of road users. The overall level of service for this
benchmark is based on the following indicators:
 Fatality rate for lakh population

 Fatality rate for pedestrian and NMT
Fatality Rate per Lakh Population

The calculation of Fatality Rate per Lakh Population is shown in Table 5-51.
Table 5-51: Fatality rate per lakh population

Data
S. No Calculation Unit Description Value
Source
Total number
of fatalities Record of fatalities from police
recorded in records. Data should be
DCP
road accidents considered pertaining to the
a. No. (Admin.) 317
within city urban limits or jurisdiction of
Office
limits in the police department for the urban
given calendar areas within that district.
year
100
Data
S. No Calculation Unit Description Value
Source
Population of the urban
Population of agglomeration as per the latest
the urban census should be projected to Census of
b. No. 1283785
agglomeration arrive at current population, India, 2011
in that year taking into account the
projected growth rate.
Fatality rate
c. per 1,00,000 Ratio Calculate= [(a*100000) / b]. 24.7
population
The indicator’s LoS ranges are given in Table 5-52. There has been a drastic increase in the
number of fatalities per lakh population.
Table 5-52: LoS range for fatality rate per lakh population
LOS Fatality rate for Lakh Population (%)
1 <= 2 persons
2 2 – 4 Persons
3 4 – 6 Persons
4 > 6 Persons
Based on the above, the corresponding LoS value for the indicator ‘Fatality Rate per Lakh
Population’ has remained same at 4. This shows that further measures are needed to
increase road safety in Vijayawada.
Fatality Rate of Pedestrian and NMT

The calculation of Fatality Rate of Pedestrian and NMT is shown in Table 5-53.
Table 5-53: Fatality rate of pedestrian and NMT users

S.n Data Valu
Calculation Unit Description
o source e
Total number of
fatalities
recorded of persons From the records from police, the
who were pedestrians number of persons of above, who DCP
a. or on non-motorized No. were pedestrians or on non- (Admin.) 70
transport vehicles, motorized vehicles (such as bicycles, Office
in road accidents cycle-carts / cycle rickshaws, etc.)
within city limits in
given year
Total number of
fatalities Record of fatalities from police
recorded in road records. Data was pertaining to the DCP
b. accidents No. urban limits or jurisdiction of police (Admin.) 317
within city limits in the department for the urban areas Office
given within that district
calendar year
Fatality rate for
c. pedestrian % Calculate = [(a / b)*100]. 22.1
and NMT
101
Table 5-54: LoS range for pedestrian and NMT fatality rate
LOS Fatality rate for Lakh Population (%)

1 >= 20
2 20 – 40
3 40 – 60
4 > 60
Based on the above, the corresponding LoS value for the indicator ‘Fatality Rate of
Pedestrian and NMT’ in Vijayawada is 2.
Level of Service for Road Safety

Table 5-55: Road safety measures
Fatality rate per lakh Fatality rate for pedestrian and
LoS
population NMT (%)
1 < =2 persons < =20
2 2 -4 persons 20 -40
3 4 - 6 persons 40 - 60
4 > 6 persons > 60
Indicator LoS 4 3
Table 5-56: Overall LoS for the road safety indicators

1 2
2 3–4
3 5–6
4 7–8
The overall LoS for the parameter “Road Safety” for Vijayawada is 3. As per the SLB
handbook, this indicates that considerable improvements are needed in road design and
available road infrastructure, traffic management and in other factors which contribute to
road safety.
5.4.8 Pollution Levels

This benchmark indicates the Level of air Pollutants in the city i.e. average level of
pollution in Vijayawada. The overall level of service for this benchmark is based on the
level of service for the following indicators:
 Annual Mean Concentration Range of Sulphur Dioxide (SO2)
102
 Annual Mean Concentration Range of Oxides of Nitrogen (NOX)

 Annual Mean Concentration Range of Suspended Particulate Matter (SPM)
 Annual Mean Concentration Range of RSPM
The data collected for Pollution Levels in Vijayawada is as shown in Table 5-57.
Table 5-57: Pollution levels

LOS Description Data Source Value
1 Annual Mean Concentration of SO2 Pollution 5
2 Annual Mean Concentration Range of Oxides of Nitrogen Control Board 36.9
3 Annual Mean Concentration of SPM (PCB) zonal 212.3
4 Annual Mean Concentration of RSPM office 104.4
Table 5-58: LoS range for pollution levels

Annual Mean Annual Mean Annual Mean
Annual Mean
Concentration Concentration of Concentration
Concentration of
LoS Range of Oxides Suspended of RSPM (size
Sulphur Dioxide
of Nitrogen Particulate less than 10
(SO2)
(NO2) Matter(SPM) Microns)
1 0 – 30 0 – 30 0 – 70 0 - 40
2 30 – 60 30 – 60 70 – 140 40 – 80
3 60 – 90 60 – 90 140 – 210 80 – 120
4 > 90 > 90 > 210 > 120
Indicator
1 2 4 3
LoS
The data regarding the population has been received from the pollution control board,
Based on the above, the corresponding LoS values are:
 Annual Mean Concentration Range of Sulphur Dioxide (SO2): 1

 Annual Mean Concentration Range of Oxides of Nitrogen: 2
 Annual Mean Concentration Range of Suspended Particulate Matter (SPM): 4
 Annual Mean Concentration Range of RSPM: 3
Level of Service for Pollution Levels

Table 5-59: Overall LoS for pollution indicators

1 <=5
2 6–9
103

3 10 – 13
4 14 – 16
The LoS for the parameter “Pollution Levels” for Vijayawada is at 3. This indicates the city
needs considerable improvements in emission standards, and should adopt and
encourage public transport use to keep pollution in check.
5.4.9 Integrated Land Use Transport System

This benchmark indicates the effectiveness of land use and transport arrangements and
identifies the level of integrated land use transport system expected to result in overall
trip reduction and mode shift in favor of public transit. The overall level of service for this
benchmark is based on the level of service for the following indicators:
 Population Density (Gross)

 Mixed Land Use on Major Transit Corridors / Network
 Intensity of Development – City Wide
 Intensity of Development along Transit Corridor
 Clear Pattern and completeness of the Network
 Percentage of Area under Roads
Population Density
The calculation of Population Density is shown in Table 5-60.
Table 5-60: Population Density

S. Data
no Source
Master Plan, or from remote
Total developed Primary
a. sensing/satellite image or from Google Ha. 4,445
area Analysis
compute developed area.
Population of current year or the year
b. No. VMC 11,18,909
for which data is available.
Population
c. Population density Ratio 251.7
density= [b / a]
Table 5-61: LoS range for Population density

LOS Population Density
1 >= 175
2 150 – 175
3 125 – 150
4 <125
104
The population density in Vijayawada has increased to 252 persons per hectare. Hence,
the LoS value for the indicator ‘Population Density’ is 1. The current population density is
as expected from a city of this scale.
Mixed Land Use Zoning

The calculation of the Mixed Land Use Zoning is based on Land Use Survey data collected
for Vijayawada. The survey involved collecting inventory of land use along major transit
corridors. Using the data collected, the percentage of non-residential area out of total
area along transit corridor was calculated. Based on this; the percentage of mixed land use
was calculated as 88.4%. The indicator’s LoS ranges are given in Table 5-62.
Table 5-62: LoS range for share of mixed land use zoning
Mixed Land –Use on Major Transit Corridor / network
LOS
(% area under non-residential use)
1 >= 30
2 15 – 30
3 5 – 15
4 <5
Based on the above, the corresponding LoS value for the indicator ‘Mixed Land Use
Zoning’ is 1. High percentage of mixed land use is observed along the transit corridors in
Vijayawada, which aids in efficient use of land and reducing the need to use private
vehicles.
Intensity of Development-City Wide

The calculation of Intensity of Development-City Wide is shown in Table 5-63.
Table 5-63: Development Intensity – city wide

S. Data
No Source
As per Master plan/Development
Floor space Index plan as applicable to
(applicable to most developed/developable area, i.e. Master
a. No. 1.5
part of the city as per Intensity of Development -City (FSI Plan
Master Plan/DP. (Floor Space Index - Master
Plan/DP)
Table 5-64: LoS range for intensity of development
LOS Intensity of Development - City wide (FSI)

1 >= 2
2 1.5 – 2.0
3 1.0 – 1.5
105
LOS Intensity of Development - City wide (FSI)

4 <1
Based on the above, the corresponding LoS value for the indicator ‘Intensity of
Development-City Wide’ is 2.
Intensity of Development along Transit Corridors

The calculation of Intensity of Development along Transit Corridors is shown in Table 5-65.
Table 5-65: Intensity of development along transit corridors

Data
Source
Floor space Index As per Master plan/
(applicable to most part of Development plan as Master
a. No. 1.5
the city as per Master applicable to developed/ Plan
Plan/DP. developable area
As per Master plan/
Development plan as Master
b. FSI along transit corridors. No. 1.5
applicable to areas along Plan
transit corridors
Intensity of Development
c. Ratio Calculate Ratio = [b/ a]. 1
along Transit Corridors
Table 5-66: LoS range for intensity of development along transit corridors
Intensity of Development along transit corridor (FSI transit
LOS
corridor/FSI)
1 >= 3
2 2–3
3 1.5 –2
4 <1.5
Based on the above, the corresponding LoS value for the indicator ‘Intensity of
Development along Transit Corridors’ is 4. There is currently no development control
guideline promoting higher density development along mass transit corridors in the city.
Road Network Pattern and Completeness

This is a qualitative indicator and is based on the extent of clarity and completion of
existing and proposed road network of the city. Vijayawada has a somewhat clear pattern
(ring-radial or grid-iron) but somewhat incomplete road network.
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Table 5-67: LoS range for road network pattern and completeness
LOS Clear Pattern and Completeness of the network
1 Clear pattern (ring-radial or grid-iron) and Complete network
2 Somewhat clear pattern (ring-radial or grid-iron) but somewhat incomplete network
3 Somewhat unclear pattern and incomplete network
4 No clear pattern incomplete / sparse network
The corresponding LoS value for the ‘Road Network Pattern and Completeness’ is 2.
Percentage of Area under Roads

The calculation of Percentage of Area under Roads is shown in Table 5-68.
Table 5-68: Percentage of area under roads

Data
Source
Measure overall developed km. Measure developed
a. Master Plan 44.45
area sq. area of a city
Measure overall area under km. Total area under
b. Master Plan 8.77
road network. sq. roads
Percentage of area under Calculate Ratio = [b
c. % 19.7
road network / a] * 100.
Table 5-69: LoS range for percentage of area under roads

LOS % of area under roads
1 >= 15
2 12–15
3 10–12
4 <10
Based on the above, the corresponding LoS value for the indicator ‘Percentage of Area
under Roads’ is 1.
Percentage Network with Exclusive RoW for Transit (For > 1 Million Population)
There has been no exclusive RoW assigned for public transit in the city. The calculation of
Percentage Network with Exclusive RoW for Transit is shown in Table 5-70
Table 5-70: Network with exclusive RoW for transit

Data
Source
Total urban Total length of roads (arterial and Sub
Primary
a. road and rail km. arterial) having ROW 9m and above plus 126
Survey
network total length of urban rail network
b. Total network Km Total length of road having exclusive Primary 4.12
107
Data
Source
with exclusive BRT/Metro/LRT/Mono rail Survey
ROW
% Network
c. with Exclusive % Calculate Ratio = [b / a] * 100. 3.27
ROW for transit
Table 5-71: LoS range for network with exclusive RoW for transit
LOS % of area under roads

1 >= 15
2 12 – 15
3 10 – 12
4 < 10
The Vijayawada BRTS is at a starting stage and is a 4 km long corridor. But the same will
have to be developed further to increase efficiency. The LoS value for the indicator
‘Percentage Network with Exclusive RoW for Transit’ is 4.
Level of Service for Integrated Land Use Transport System

Table 5-72: Integrated land use transport system
development along
Population Density
exclusive RoW for

% of area under
% network with
transit corridor
Mixed land use
Citywide (FSI)
Road network
development-
completeness
Intensity of
Intensity of
pattern &
zoning
transit
roads
LoS
Clear pattern (ring-

> radial or grid-iron)
1 > = 30 >=2 >=3 > = 15 >=30
=175 and complete
network
Somewhat clear
pattern (ring-
radial or grid-
150-
2 15-30 1.5 - 2.0 2–3 iron) but 12 – 15 20 – 30
175
somewhat
incomplete
network
somewhat unclear
125-
3 5 – 15 1.0 - 1.5 1.5 – 2 pattern and 10 – 12 10 – 20
150
incomplete network
no clear pattern
4 < 125 <5 <1 <1.5 incomplete / sparse < 10 < 10
network
Indicator
LoS 1 1 2 4 2 1 4
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Table 5-73: Overall LoS for integrated land use transport system
Overall
LOS
1 <=8
2 9 – 15
3 16 – 22
4 23 – 28
“Integrated Land Use Transport System” for Vijayawada is at 2 indicating City structure is
somewhat coherence with the public transport.
5.4.10 Financial Sustainability

This benchmark indicates the financial sustainability of public transport by bus. The overall
level of service for this benchmark is based on the level of service for the following
indicators:
 Extent of Non fare Revenue

 Staff / bus ratio
 Operating Ratio
Extent of Non Fare Revenue

The calculation of Extent of Non Fare Revenue is shown in Table 5-74.
Table 5-74: Calculation of Extent of Non-Fare Revenue

S. Data
No. Source
a. Revenue This should be the aggregate of
collections per non-fare related sources
annum from non- from all service providers
fare related engaged in public transport
INR APSRTC 32,78,72,000
sources services, as defined above. This
will include both
government and private service
providers.
b. Total revenue per This should be the aggregate of
annum from all revenue sources from all
sources service providers engaged in
INR public transport services, as APSRTC 1,65,03,42,000
defined above. This will include
both government and private
service providers.
Extent of non-fare
c. % Calculate = [a /b] * 100. 19.87 %
revenue
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Table 5-75: Level of service for Extent of Non-Fare Revenue

LOS Extent of Non fare Revenue
1 >= 40
2 20 – 40
3 10 – 20
4 < 10
Based on the above, the corresponding LoS value for the indicator ‘Extent of Non Fare
Revenue’ is 3. APSRTC has taken steps to increase the non-fare box revenue. However,
significant measures are required to increase this further.
Staff per Bus Ratio

The calculation of Staff per Bus Ratio is shown in Table 5-76.
Table 5-76: Calculation of Staff per Bus Ratio

Data
Source
a. The total staff of Total staff includes number of
bus operation and drivers, conductors and
INR APSRTC 3,699
maintenance supporting staff / officials for
operations and maintenance
b. The total number Calculate the total number of
of INR buses in a city (only public APSRTC 680
Buses operator).
c. Staff per bus ratio Ratio Calculate = [a / b] 5.44
Table 5-77: Level of Service for Staff per Bus Ratio

LOS Staff per Bus Ratio
1 <=5.5
2 5.5 – 8.0
3 8.0 – 10.0
4 > 10
The LoS value for the indicator ‘Staff per Bus Ratio’ is 1, which is as ideal ratio.
Operating Ratio
The calculation of Operating Ratio is shown in Table 5-78.
Table 5-78: Calculation of Operating Ratio

Data
Source
a. Calculate cost / Cost includes Depreciation cost,
INR APSRTC 27,32,332
bus Operation & Maintenance Cost,
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Data
Source
Manpower cost etc
b. Calculate earning/ Total revenue generated from all
bus INR sources such as Fare revenue APSRTC 26,69,668
and non fare revenue
c. Operating Ratio Ratio Calculate = [a / b] 1.02
Table 5-79: Level of Service for Operating Ratio

LOS Operating Ratio
1 <=0.7
2 0.7 – 1
3 1 – 1.5
4 > 1.5
Based on the above, the corresponding LoS value for the indicator ‘Operating Ratio’ is 3,
indicating that Vijayawada city authorities have taken some measures to reduce the
financial losses, though there is still a lot that needs to be done.
Level of Service for Financial Sustainability

Table 5-80: LoS - Financial Sustainability
Level of
1. Extent of non-fare
Service 2. Staff per Bus ratio 3. Operating Ratio
revenue
(LoS)
1 > = 40 < = 5.5 <= 0.7
2 20 - 40 5.5 - 8.0 0.7 - 1
3 10 - 20 8 - 10 1 - 1.5
4 < 10 < 10 > 1.5
Indicator
3 1 3
LoS
Table 5-81: Overall Level of Service for Financial Sustainability

Overall Sum of LoS of Indicators
LOS
1 < =4
2 5 –7
3 8 –9
4 10 – 12
The LoS for the parameter “Financial Sustainability” for the city of Vijayawada is 2. This
indicates that the public transport of the city is financially sustainable but needs some
improvements.
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5.4.11 Summary Table

Summary table of LoS calculated for study area (Overall LoS) is presented in Table 5-74
Table 5-82: Overall LoS Calculated for study area

Overall
LOS
S.
Bench mark calculated Inference as per MOUD Guidelines
No
for Study
Area
The city has a public transport system which may
need considerable improvements in terms of supply
Public Transport
1 2 of buses/coaches and coverage as most part of the
Facilities
city is not served by it. The frequency of services
available may need improvements.
The city has pedestrian facilities which may need
some improvements at intersections, footpaths and
Pedestrian
2 4 street lighting as some parts of the city are not
infrastructure facilities
served by it. The system provided is otherwise
comfortable and sustainable.
Non-Motorized
3 3 The city lacks adequate NMT facilities.
Transport Facilities
Level of usage of
4 Intelligent Transport 4 The city lacks adequate ITS facilities.
System(ITS) Facilities
Travel speed Small increase in flow may cause substantial
5 (Motorized and Mass 2 increases in approach delay and hence decrease in
transit) arterial speed
The city authorities need to initiate immediate
Availability of Parking
6 4 actions with respect of providing paid parking spaces
places
and demand management for parking
Considerable improvements are needed in road
design and available road infrastructure, traffic
7 Road safety 3
management and in other factors which contribute
to road safety
8 Pollution levels 3 Level of pollution in a city is very low
Integrated land use City structure is somewhat coherence with the public
9 2
Transport system transport.
Public transport of the city is financially
10 Financial Sustainability 2
sustainable but needs some improvements
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6 TRAVEL DEMAND MODELLING AND

FORECASTING
The current chapter discusses the development of base year travel demand model, its
validation. Based on Calibrated base year models, horizon year models are developed to
forecast traffic for various scenarios. CUBE Voyager Software has been used for
development of travel demand model. CUBE Voyager is the state of the art Transportation
Planning software. It is designed to be integrated modelling system for transportation
planning applications.
6.1 Pre-Modelling Analysis

6.1.1 Study Area and its Delineation
The study area comprises of Vijayawada Metropolitan Area (VMA) with an area of 104.8
sq.km. It has been subdivided into smaller physical units, termed as Traffic Analysis Zones
(TAZs) to facilitate analysis of travel demand. Consultants have chosen current
demarcated wards as zones for which demographic, socio-economic and other planning
data is readily available from secondary sources. Zoning system adopted for the current
study is presented in earlier chapter in Figure 3-1 and Figure 3-2.
6.1.2 Internal Zones

The Vijayawada Metropolitan Area (VMA) Area is divided into 60 TAZs (59 municipal wards
and surroundings villages) as per prevailing demarcation of wards. These wards are taken
as internal zones.
6.1.3 External Zones

Regions beyond the VMA have been delineated into external zones based on the
catchment of the existing transport links feeding into the study area. A total of 143
external zones are considered representing the world outside the study area. In summary,
study area is divided into total 203 zones as mentioned in earlier chapter in Table 3-1.
6.1.4 Plan Period

Year 2015 is considered as Base Year. As per Terms of Reference (TOR) travel demand
forecasts is to be prepared up to 2035. Therefore for the purpose of sequential planning
113
and design of the systems, these travel demand forecasts are presented for short,
medium and long -year durations i.e., for the years 2021, 2031 and 2035.
6.1.5 Preparation of Data Base

Data required for the analysis of travel demand can be categorized into three types.
1. Planning variables
2. Transport network
3. Travel Demand and Characteristics
The base year data is summarized in the following sections.
Planning Variables
Planning variables i.e. population and employment are some of the important data
required for estimating the travel demand generated at zonal level. Base year
demographic data is obtained from the Census and VMA database. Zone wise
employment is collated from various published reports. Compilation of zone-wise planning
variables and forecast is discussed in detail in Chapter 2.
Transport Network
The transport network in the study area includes road network and public transport
network. Figure 6-1 and Figure 6-2 show the base year road network and bus route map in
the study area. All the characteristics of the road links are collected by network inventory
and, speed and delay surveys. Link characteristics collected include length, carriageway
type (divided/ undivided), type of operation (one-way/ two-way), number of lanes,
average speed, capacity etc. Table 6-1 shows different types of road links in the study area
and their characteristics.
Table 6-1: Link Details of Base Year Transport Network

S. No Area Number
1 Links 3550
2 Nodes 2055
3 Centroids 202
4 Traffic Analysis Zones 202
No. of Links in
Public Transport Network includes all roads on which public transport buses operate.
Details of bus routes, frequencies, seating capacities, maximum load factor, fares have
114
been collected and coded. In addition, in this study, Auto rickshaw is considered as an
intermediate public transport and is made available on the road links. The road network is
properly connected to all zone centroids by means of dummy links. The base year
transport network has about 3550 road links and 151 bus lines (routes).
Figure 6-1: Base Year Road Network – 2015
Figure 6-2: Bus Route Map – Vijayawada - 2015
115
6.1.6 Travel Demand and Characteristics

Various traffic surveys are conducted to assess the base year traffic and travel
characteristics in the study area. Home Interview Survey is conducted to obtain the
socioeconomic and travel characteristics of resident population. Outer cordon O-D and
Public Transport terminal surveys are conducted to assess the intercity travel demand and
its characteristics. Details of Field surveys and analysis are presented in chapter 4.
6.1.7 Generation of O-D Person-Trip Matrices

Using the zonal expansion factors, O-D trip matrices have been generated for the intra-city
and inter-city trips by mode using the data source as presented in Table 6-2.
Table 6-2: Data Sources for Generation of O-D Person Trip Matrices
Intra/Intercity Trips Category Data Source
Home based trips HIS
Intra-city Trips HIS (Supplemented by O-D
Non-home based trips
surveys at terminals)
Outer Cordon O-D surveys
Internal – External (Supplemented by HIS and
O-D surveys at Terminals)
Inter-city Trips Outer Cordon O-D surveys
External – Internal (Supplemented by HIS and
O-D surveys at Terminals)
External – External Outer Cordon O-D surveys
Table 6-3 summarises the trips obtained from the above listed sources. The procedure
adopted to obtain validated O-D matrices is shown by a flow chart in Figure 6-3.
Table 6-3: Summary of Base Year Trips

Vehicle I-I I-E E-I E-E Total I-I I-E E-I E-E Total
Car 24157 25400 17787 79222 146566 16% 17% 12% 54% 100%
2W 511585 30733 35481 559437 1137236 45% 3% 3% 49% 100%
Public Bus 310432 90862 61748 701625 1164667 27% 8% 5% 60% 100%
Auto 137384 23534 38506 177296 376720 36% 6% 10% 47% 100%
Total 983558 170529 153522 1517579 2825189 35% 6% 5% 54% 100%
116
Figure 6-3: Procedures for Estimation of Base Year Matrices
Mode wise person trip matrices are prepared from the data sources mentioned. Following
OD matrices are prepared:
 Mode wise (Walk, Bicycle, Two-wheeler, Car, IPT, Bus and Train) O-D
matrices for Intracity trips made by residents.
 Mode-wise (Two-wheeler, Car, IPT, Bus and Train) O-D matrices for intercity
trips (i.e. IE, E-I and E-E) by residents and non-residents.
Desire line diagram of Base Year Trips (in person trips excluding cycle and walk trips) is
prepared and presented in Figure 6-4.
117
2-Wheeler Car
Auto Bus
Figure 6-4: Desire line Diagram for Base Year Trips
6.2 Base Year Travel Demand Modelling

The base year travel pattern has been modelled as accurately as possible, and the
calibrated models along with the horizon year planning variables and network information
is used to forecast the trips for various horizon years. Traditional four-stage model using
the CUBE Voyager Software package has been used for travel demand modelling.
Following subsections give a detailed account of the base year modelling process and the
calibration results. Flowchart outlining overall 4-stage modelling process and
Development of Base Year Model is given in Figure 6-5 and Figure 6-6.
118
Figure 6-5: Base Year Modelling Process
Figure 6-6: Calibration of Base Year Model
6.2.1 Trip End Modelling

Trip end models are developed for the intra-city trips made by the residents of the study
area. All the other trips viz., internal to external, external to internal and external to
external trips are modelled mode-wise by growth factors. Trip ends of internal trips for
119
the base year (2016) are calculated from the validated O-D matrices. Trip end models are
developed using stepwise multiple linear regression technique. The variables used for the
development of linear regression models for the trip ends are Population and Workers.
The Trip End models developed for this study is presented in Table 6-4.
Table 6-4: Trip End models – VMA

Trip Type Productions Model R 2 value F test value T test Value
Trip
0.55 * Population + 4773.74 0.67 77 8.75
Productions
Trip
1.47 * Workers + 5821.72 0.70 89 9.42
Attractions
It can be observed that t-values are significant for developed coefficients.
6.2.2 Growth Factors for External Trips

Since past traffic data at the external cordon points are not available, traffic growth rates
have been applied for the base year external trips and are presented in Table 6-5.
Table 6-5: Cumulative Annual Growth Rate (%) for External Trips
Passenger Trips
New Rest of Rest of Rest of
Out Other
Year VMA Capital CRDA AP India Goods
Growths Cities
(Zone 1- Area (Zone (Zone (Zone
(Zone (Zone
59) (Zone 185- 192- 196-
188a) 60-183)
184) 191) 195) 202)
2015-
1.66% 3.44% 9.15% 1.25% 1.61% 6.00% 4.00% 6%
2021
2021-
1.53% 2.06% 12.51% 1.22% 1.67% 5.00% 3.00% 5%
2031
2031-
1.43% 1.80% 7.71% 1.18% 1.75% 4.00% 2.00% 5%
2035
6.2.3 Trip Distribution Model for Intra-City Trips
A gravity type trip distribution model of the following form is calibrated to represent base
year travel pattern for the study area.
Tij =Ai Oi Bj Dj Fij
Fij = k Cbije – cCij

(Calibrated Parameters: b = - 0.9; c = 0.15; k = adjustment factor)
120
Table 6-6: Constants and Variables

Constants and Variables
O Trip Productions D Trip Attractions
A&B Balancing factors F Deterrence Function
C Impedance between zones E Euler’s Number
This gravity model is calibrated on the intra-city trips performed by the residents of the
study area using zone to zone shortest distance matrix generated by computer program.
Friction Factors were calibrated for obtaining least error between observed and estimated
trip lengths. Maximum likelihood method of calibration is used in order to estimate the
friction factor. Iterative procedure has been used to calibrate the friction factors for each
trip length range. Table 6-7 gives the results for calibration of the gravity type trip
distribution model.
Table 6-7 Results of Trip Distribution Model Calibration

Avg. Trip
Trip Distribution Error (%)
Length
Estimated Mean Trip Length (Excluding Intra-
4.3 km
Zonal) -6.0
Observed Mean Trip Length (Excluding Intra-Zonal) 4.1 km**
**Excluding Cycle and Walk Trips
Figure 6-7 gives the trip length frequency distributions for the observed trips. As modelled
no. of trips increases initially with trip length and then decreased gradually.
Figure 6-7: Trip Length Distribution Curve
121
6.2.4 Mode Choice Model for Intra-City Trips

A multinomial mode choice model of the following form had been developed in order to
split the trips among the modes, car, two wheeler, auto and public transport.
Where,
Pj = probability of choosing mode j,
Vj = deterministic component of utility for mode j
j and l are indices for modes
The cost skims that are obtained in the assignment are used to calibrate the mode choice
model. From the home interview survey data a choice based sample is produced
containing information on the mode chosen, vehicle ownership, travel time and travel
cost for each individual. The information on the alternate modes, i.e., travel time and
travel cost available to him, are generated from the time and cost skims obtained in public
transport and highway assignment procedures. The results of calibration of the above
mode choice model are given in Table 6-8. The utility functions calibrated for the modes
car, two-wheeler, auto and public transport are listed below.
VCar = -0.20593 * GCCar ; Where GCCar = TL*{VOC_CAR} + TT*{VOT_CAR}

VTW = -0.11902 * GCTW ; Where GCTW = TL*{VOC_TW} + TT*{VOT_TW}
VAuto = -0.1172 * GCAuto ; Where GCAuto = 12.8+(TL-2)*1.3 + TT*{VOT_PT}
VPT = -0.06986 * GCPT ; Where GCPT = 6+(TL-2)*1.1 + TT*{VOT_PT}
Table 6-8 Results of Calibrated Mode Choice Model

Observed Modelled Observed Modelled
Mode % Error
Trips Trips Share Share
Car 24157 24455 2.5% 2.7% 1.2%
Two Wheeler 494643 467435 52.0% 52.4% -5.5%
Auto 132813 124856 14.0% 14.0% -6.0%
Bus 299586 276090 31.5% 30.9% -7.8%
Total 951200 892835 100.0% 100.0% -6.1%
122
Following are the mode wise characteristics considered in the model:
Mode VOC (Rs. Per Km) VOT (Rs. Per Min)

Two Wheeler 1.4 0.7
Car 2.9 0.7
Auto - 0.4
Bus - 0.4
The above mode choice model is applicable only to the choice riders, i.e., the individuals
to whom the modes car or two-wheeler is available. The individuals who do not own any
car/two-wheeler or do not have license are captive to private mode/public transport.
Number of captive trips by each mode is determined initially from household survey, then
proportion of choice riders by mode is determined. These trips are modelled through an
incremental logit model. To obtain the total split for a particular mode the captive part
trips as well as choice riders trips are added for that mode.
In Vijayawada, overall 41% of the persons are choice riders i.e at least one vehicle is
available to them (i.e. Two Wheeler, Car) and 59% of the persons are captive to private
mode/public transport. In order to see the validity of the above model, the utilities for all
the modes are calculated using the travel time and travel cost skims obtained from public
transport and highway assignment. The probability of choosing each mode is then worked
out for each cell of the OD matrix of intra-city trips made by residents. These probabilities
need to be applied only to the choice riders in order to get the exact number of trips by
car, two-wheeler, auto and public transport. The proportion of choice riders are found out
based on car/two-wheeler ownership as obtained from the home interview survey. The
proportions of choice riders for base year and for all the future years worked out are
tabulated in Table 6-9.
Table 6-9 Proportion of Choice Riders for various mode

Mode Total
2015 40.9%
2021 45.2%
2031 53.4%
2035 57.0%
123
An Incremental logit model has been used for Modal split of captive riders. This model
forecasts the change in demand based on change in cost from the known base situation.
Initially total trips are split into private trips and public transport trips. Private trips
comprises of Car and Two wheeler. Public transport trips comprises of Bus and IPT trips. In
the next step private vehicles and public transport has been split. The procedure adopted
is presented below:
The model inputs are base demand by mode (DPvt, DPt), base costs by mode (CPvt, CPt)
and forecast costs by mode (C’Pvt, C’Pt). The change in cost is denoted by DCPvt and DCPt
where:
△CPvt =C’Pvt- CPvt
△CPt =C’Pt- CPt
Base probabilities are denoted by PPvt and PPt where:
The choice model now takes the form of the equation below where P’ denotes the
forecast choice probability and λ is the scale parameter.
D’Pvt =( D’Pvt + D’Pt ) P’Pvt
D’Pt =( D’Pvt + D’Pt ) P’Pt
The incremental composite cost (DC) is given by:
6.2.5 Commercial Vehicle (CV) Matrix Estimation

Base year CV matrix has been estimated from link counts. Daily directional volumes of
commercial vehicles are available on links within the study area at the external cordon
124
(from the primary traffic surveys). These links are spread all over the study area. Using the
Analyst module of Cube, which works on the principle of entropy maximisation, a
reasonable estimate of the daily CV matrix is obtained. The total number of commercial
vehicles estimated using Analyst program is 49,762 PCUs. The program uses the paths that
are built during highway assignment, the observed link volumes of commercial vehicles,
seed matrix and the associate confidence levels for the link volumes. During the
estimation process the links on which CVs are not allowed are switched off to get a
realistic estimation of the CV matrix. It reproduced the observed link volumes when
assigned on to the highway network. The future CV matrices are obtained by applying
appropriate growth factors and by furnessing.
6.2.6 Assignment of Base year O-D Matrices and Validation

The O-D matrices generated from various data sources are combined appropriately to get
the public transport and highway O-D matrices. Public transport O-D matrix contains all
person trips made by residents and non-residents by the public transport modes, viz., bus
and IPT. Trips made for Intracity travel by rail are few and therefore not assigned. The
highway O-D matrix consists of person trips made by residents and non-residents by car/
two-wheeler. Trucks trip matrices (which are not part of either public transport or
highway O-D matrices) are preloaded on to the network.
Public Transport Assignment
The public transport network consists of all the road links coded with appropriate
characteristics like length, speed, etc. The bus routes are defined by specifying the links on
which these routes traverse. Each route is characterised by its frequency, capacity, crush
load, fares etc. The characteristics of these routes are coded accordingly. In addition
access and egress connectors for walk and transfers are built using Public Transport
Program. Public transport assignment is done based on generalised time approach. First
the network is pre-loaded with the truck peak hour PCU matrix. The daily O-D matrix of
public transport passenger trips is assigned on to the preloaded network. The bus
passenger link loadings obtained after public transport assignment are transferred on to
the road network as peak hour PCU flows by employing appropriate passenger-PCU
conversion factors and peak flow to daily flow ratios applicable to bus flows.
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Assignment of Private Trips
The daily matrices of car and two-wheeler person trips are converted to peak hour O-D
matrices in passenger car units (PCU) by applying regional peak hour to daily flow ratios
and passenger to PCU conversion factors. Then the network loaded with trucks and PT
trips is used for private trips assignment. The car and two-wheeler peak hour PCU matrix
is then loaded using incremental capacity restraint procedure.
Public Transport and Private Traffic Assignment Iterations
A loop of iterations is carried out between the distribution step and assignment step to
iterate the assignment process. The final highway skim costs obtained from the
assignment step is taken back to the distribution stage, then modal split and assignment.
Travel time considered for assignment is based on the Bureau of Public Roads formulae:
TC = T0*(1+0.15*(V/C)^4)
Where,
TC - Change in Travel Time
T0 - Initial free flow travel time
V - Volume
C – Capacity
The public transport and highway time/cost skims are worked out based on these final link
costs. These cost/time skims are used to update the matrices by applying gravity
distribution and mode choice models. The whole process is then repeated till stable link
costs are achieved. At this stage the loadings on bus links are taken as final.
6.2.7 Calibration and Validation of Base Year Network

Base year network has been calibrated and validated for the observed counts at Screen
line locations and cordon locations. It has been observed that the error between the
observed and modelled flows at screen lines and cordon locations are within +/- 15% and
validation results are presented in Table 6-10. Hence the base year network is validated.
Table 6-10: Validation of Base Year Network

S.
Code Name of the Road Observed PCUs Modelled PCUs Error (%)
No
1 OC 1 Lanco Town Ship 2289 2227 -2.7%
2 OC 2 Prakasam Bridge 687 650 -5.3%
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S.
Code Name of the Road Observed PCUs Modelled PCUs Error (%)
No
3 OC 3 Varadhi Bridge 1919 2007 4.6%
4 OC 4 Penamalur Village 1989 1810 -9.0%
5 OC 5 Gannavaram Village 1696 1533 -9.6%
6 OC 6 Nunna Road 971 870 -10.4%
Both Directions 9551 9098 -4.7%
1 SC 1 Kamsali Peta Crossing 342 388 13.5%
2 SC 2 Budameru Bridge 2078 1961 -5.6%
3 SC 3 Near Kaleswar rao market 687 790 15.0%
4 SC 4 Labbipet Junction 1389 1431 3.0%
Both Directions 4496 4571 1.7%
6.2.8 Base Year Model Results
Base year model stands validated and V/C ratios on along some of the major roads have
been compiled and presented in Table 6-11. Link flow diagram is presented in Figure 6-8.
Table 6-11: V/C on Major Roads (with more than 0.7) for Base Year 2015
S.
S. No Name of the Road V/C Ratio Name of the Road V/C Ratio
No
Bellapu Shobanadri
1 Nuzivid Road 2.62 17 1.01
Street
Donepudi
2 Nadar Street 1.75 18 0.96
Dharmarao Road
Veterenary Hospital
3 1.60 19 Panta Kaluva Road 0.91
Road
4 PN Bus Stand Road 1.45 20 Ganapathi Rao Road 0.91
5 Jammi Chettu Street 1.41 21 Main Bazaar Street 0.90
Sangeetha Kalasala
6 Nirmala Convent Road 1.37 22 0.90
Road
Chandra Rajeswara
7 Low Bridge Road 1.27 23 0.90
Rao Raod
8 Payakapuram Road 1.26 24 Rama Rao Street 0.89
9 KT Road 1.22 25 ESI Road 0.86
Vijayawada-
10 Canal Road 1.21 26 0.82
Hyderabad Highway
Siddhartha College
11 1.21 27 BANDER ROAD 0.78
Road
12 Vambay Road 1.18 28 Pappulamill Road, 0.76
Chennai-vijayawada Vidyadhara puram
13 1.07 29 0.75
Highway Road
14 Polyclinic Road 1.05 30 5 Route 0.75
Madhura Nagar
15 Vinchipeta Road 1.05 31 0.74
Main Rd
Ramavarappadu -
16 AS Rama Rao Road 1.05 32 0.74
Autonagar Road
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6.2.9 Observations
 It has been observed that about 17% of the existing road network has V/C
greater than 0.7
 Of these major roads Nuzivid Road, PN Bus Stand Road Canal Road, etc have
V/C more than 1.0 which need immediate attention.
Figure 6-8: Link Flow Diagram (in PCUs) for Base Year (2015)
6.3 Horizon Year Travel Demand Modelling

A zonal development plan was prepared for Vijayawada in the year 2004 considering the
developments pre-bifurcation of the state and capital city formation. A perspective plan
was prepared for CRDA region in the year 2015. A new master plan is under preparation
for overall CRDA region post bifurcation of the state. Hence, for the purpose of study,
zonal development plan and perspective plan was considered along with consultations to
assess future development directions and required transport network. Considering the
various transportation improvements consultants have arrived at 3 scenarios for horizon
year modelling. They are:
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1. Business As Usual (Do Nothing) Scenario

2. Do Minimum (BAU + Committed Projects) Scenario
3. Do Something (BAU + Committed Projects + Proposed Projects + Transit
Oriented Development) Scenario
6.3.1 Business As Usual (Do Nothing) Scenario

Business As Usual Scenario or Do Nothing scenario correspond to no major changes in the
network i.e. no change would be made in the road network and the same road
configuration is assumed to continue in the future. Public transport PHPDT on key
corridors obtained from model is presented in Table 6-12.
Table 6-12 Public Transport (Bus and Auto) PHPDT on Key Corridors for the Base Year
(2015) and Horizon year (2035)
Base Horizon
Corr
Year Year
idor Corridor Description Transit Option
PHPDT PHPDT
No.
(2015) (2035)
1 Pandit Nehru Bus Terminal to Penamaluru 3112 8466 Proposed Metro-1
2 Pandit Nehru Bus Terminal to Nidamanuru 2322 6952 Proposed Metro-2
3 Gandhinagar to Padavala Revu Bus Stop 1399 1938 Existing BRT-1
4 Benz Circle To Ramavarappadu Ring Road 2630 6924 Proposed BRT/LRT-2
5 Swathi Bus Stand To Canal Road 4700 7662 Proposed BRT/LRT-3
Improved City Bus
6 Gandhinagar to Nunna 2357 3162
System
Above transit options have been selected based on committed projects and guidelines
issued by MoUD for the purpose of evaluating in Do Minimum and Do Something
Scenarios.
6.3.2 Do Minimum (BAU + Committed Projects) Scenario

Do Minimum Scenario comprises of transport network incorporating committed projects
as follows.
 Development of Durga Flyover with 6 lanes (Kummaripalem and ends at the

Rajiv Gandhi Municipal Park) – Length – 3.2km
 Development of NH-5 new bypass with 6 lanes (Mangalagiri-Gannavaram
Bypass) – Length – 46.1km
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 Existing BRT-1 corridor to be operational (Gandhinagar to Pandavala Revu

Bus Stop) – 3.6 km
 Proposed Metro Corridors
o Metro-1: PNBS to Penamaluru ; Length – 12km ; No. of Stations: 12
o Metro-2: PNBS to Best Price (Nidamanuru) ; Length – 12.5km ; No. of
Stations: 13
6.3.3 Do Something (BAU + Committed Projects + Proposed Projects +

Transit Oriented Development) Scenario
Do Something Scenario comprises of transport network incorporating committed projects
along with major proposed projects as follows.
 Projects considered in Do-Minimum Scenario

 Proposed 8-lane Outer Ring Road and 4-lane Intermediate Ring Road
Proposed
Bypass
Proposed
Durga Flyover
Intermediate
Ring Road
Proposed Outer Ring Road
Figure 6-9: Proposed Bypass and Ring Roads
 Proposed BRT/LRT corridors
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o BRT/LRT-2: Benz Circle to Ramavarappadu Ring ; Length – 4.3km ; No. of

Stations: 6
o BRT/LRT-3: PNBS to Gollapudi; Length – 6.0km ; No. of Stations: 8
 Proposed Transit Oriented Development along Metro and BRT corridors
(Increase of Population Density up to 400 persons per hectare by 2035)
Proposed
Existing BRT-1 Metro-2
Proposed
BRT/LRT-3
Proposed
BRT/LRT-2
Proposed
Metro-1
Figure 6-10: Proposed Metro & BRT/LRT Corridors
Transit Oriented Development is a compact high density mixed use development

designed/clustered around new or existing public transit stations or corridors which
provide housing, employment, entertainment and civic functions within the walking
distance.
In this scenario, it is assumed that a population density of 400 persons per hectare
will be achieved in the zones along metro corridors by the year 2035. Accordingly,
projected population and Employment for Do Something scenario is presented in
Table 6-13 .
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Table 6-13 Projected - Population & Workers
Year Population Workers

2021 1586427 584392
2031 2159805 798050
2035 2251545 832020
Figure 6-11 shows the methodology for Horizon year travel demand modelling.
Figure 6-11: Flow Chart showing the Horizon Year Travel Demand Modelling
6.3.4 Forecasting of O-D Matrices

The calibrated trip end equations for the daily person trips made within the study area are
applied on the projected planning variables for the horizon years (2021 and 2035) to get
the future trip ends of intra-city trips. These future year trip ends are distributed by
applying the calibrated gravity distribution model with the cost skims available for the
initial run. The O-D matrix of daily person trips thus obtained for the future year under
consideration is split into five O-D matrices – viz., Car Trip matrix, Two Wheeler Trip
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matrix, Bus Trip matrix and IPT (Auto) Trip matrix – using the calibrated mode choice
model.
Truck O-D matrix Trips and mode-wise external trips (inter-city trips) are forecasted using
zonal growth factors and by furnessing. Growth rates considered for horizon years is
Truck trips are preloaded onto the network before assignment and this loaded network is
used for further assignment. The cost skims used in gravity distribution model and mode
choice models are revised using the ones obtained by assigning the public transport trips
and highway trips on to their respective networks. The cost/time skims obtained using the
final stabilised link cost information is used to get the final mode wise O-D matrices of
person trips. Table 6-14 gives the estimated future trips by various modes within the study
area for various scenarios. The estimated above trips excludes intra-zonal trips which
constitutes 5% in base year (2015).
Table 6-14: Summary of Horizon Year Trips (Within Study Area)

Base Year (2015) Horizon Year (2035)
Code Vehicle Passenger Passenger
% Trips % Trips
Trips Trips
Scenario-I: Business As Usual (Do Nothing) Scenario
1 2W 468549 52.1% 583238 52.0%
2 Car 25492 2.8% 31805 2.8%
3 Auto 126371 14.1% 161573 14.4%
4 Public Transport (Bus) 278573 31.0% 345260 30.8%
Total 898985 100.0% 1121877 100.0%
Scenario-II: Do Minimum (BAU + Committed Projects) Scenario
1 2W 532713 47.3%
2 Car 34395 3.1%
3 Auto 163457 14.5%
4 Public Transport (Bus & Metro) 394579 35.1%
Total 1125144 100.0%
Scenario-III: Do Something (BAU + Committed Projects + Proposed Projects + Transit Oriented
Development) Scenario
1 2W 694494 44.3%
2 Car 50614 3.2%
3 Auto 224650 14.3%
Total 1566457 100.0%
*Excluding intra-zonal trips, Cycle and Walk Trips
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It has been observed that the share of Public Transport (Metro, Bus and IPT Trips) in
Scenario 3 (Do Something Scenario) has increased by 7% and 3% respectively compared to
Scenario 1 (Business As Usual Scenario) & Scenario 2 (Do Something Scenario). Table 6-15
gives the estimated future trips by various modes for study area and external zones for
various scenarios.
Table 6-15: Summary of Horizon Year Trips (Study Area and External Zones)
Base Year (2015) Horizon Year (2035)
Code Vehicle Passenger Passenger
% Trips % Trips
Trips Trips
Scenario-I: Business As Usual (Do Nothing) Scenario
1 2W 1071248 39.5% 1541996 35.7%
2 Car 147195 5.4% 253349 5.9%
3 Auto 364997 13.5% 633493 14.7%
4 Public Transport (Bus) 1127264 41.6% 1890004 43.8%
Total 2710705 100.0% 4318842 100.0%
Scenario-II: Do Minimum (BAU + Committed Projects) Scenario
1 2W 1491470 34.5%
2 Car 255939 5.9%
3 Auto 635377 14.7%
Total 4322109 100.0%
Scenario-III: Do Something (BAU + Committed Projects + Proposed Projects + Transit Oriented
Development) Scenario
1 2W 1584547 33.8%
2 Car 289088 6.2%
3 Auto 700656 15.0%
Total 4681270 100.0%
*Excluding intra-zonal trips, Cycle and Walk Trips
It has been observed that the share of Public Transport (Metro, Bus and IPT Trips) in
Scenario 3 (Do Something Scenario) has increased by 2% compared to Scenario 1
(Business As Usual Scenario).
6.3.4.1 Comparison of Network Characteristics in various Scenarios

Network characteristics for Base year (2015) and Horizon year (2035) for various scenarios
during peak hour are presented in Table 6-16.
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Table 6-16: Comparison of Network Attributes on links for Various Scenarios

Horizon Year (2035)
Base
Scenario-I: Scenario-II: Scenario-III: Do
Network Characteristics Year
Business As Do Minimum Something
(2015)
Usual Scenario Scenario Scenario
Avg. Network Speed (kmph) 26.1 23.5 27.1 27.6
Avg. V/C Ratio 0.48 0.91 0.79 0.8
It is observed that average V/C ratio has reduced by 23% and average network speed has
increased by 20% in Scenario-III. Scenario-III is selected for proposing various transport
improvement proposals.
6.3.4.2 Ridership for Mass Rapid Transit
The PHPDT of the Metro and BRT corridors were arrived at using the 4 stage travel
demand modelling and has been summarized in Table 6-17. Based on traffic pattern of the
city and ridership evaluation, 2 additional corridors are eligible for BRT/LRT. However, a
feasibility study is required to evaluate these corridors for various options.
Table 6-17 PHPDT for Public Transport (Bus and Auto) for the Base year (2015) and
Horizon Year (2035)
Base
Horizon
Corr Year
Year PT
idor Corridor Description PT Transit Option
PHPDT
No. PHPDT
(2035)
(2015)
1 Pandit Nehru Bus Terminal to Penamaluru 3112 13459 Proposed Metro-1
2 Pandit Nehru Bus Terminal to Nidamanuru 2322 13363 Proposed Metro-2
3 Gandhinagar to Padavala Revu Bus Stop 1399 3023 Existing BRT-1
4 Benz Circle To Ramavarappadu Ring Road 2630 6907 Proposed BRT/LRT-2
5 Swathi Bus Stand To Canal Road 4700 12013 Proposed BRT/LRT-3
Enhanced City Bus
6 Gandhinagar to Nunna 2357 3950
System
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7 SHORT TERM PROPOSALS AND

RECOMMENDATIONS
7.1 Short Term Action Programs
The preliminary analysis of traffic, travel survey data, stakeholder interactions and
detailed evaluation of the network by the Consultants revealed that the major concerns
for the traffic problems in the study area are:
 Lack of pedestrian facilities

 Narrow roads
 Improper geometric designof junctions
 Improper bus-bays and shelters
 Regional traffic entering the study area in the absence of a bypass needs to
be segregated for the city network
 On street loading and unloading
 Intermixing of slow and fast traffic
 On street parking
 Encroachments
In order to address these problems, the Consultant proposes to implement the following
general short term improvement schemes for improving the existing chaotic traffic
situation.
 Providing pedestrian facilities

 Junction improvements
 Providing bus bays and shelters
 Restricting the entry of regional traffic by proposing bypasses/ring road
 Restricting the on street loading and unloading activities to off peak periods
 Segregation of slow and fast traffic
 Planning on street/off street parking facilities
 Removal of Encroachments
 Providing Cycle Lanes
 Improving the narrow roads
136
Specific solutions to various problems observed in study area are discussed in detail in the
following paragraphs
7.2 Traffic and Pedestrian Facilities

Existing Situation: A detailed reconnaissance survey of the road network in the study area
revealed the following issues
 Footpaths are not developed properly (see in Figure 7-1).

 Pavement markings are missing in most of the roads.
 Traffic Signs are missing at many locations.
Figure 7-1: Lack of Traffic and Pedestrian Facilities in Study Area

Cause Analysis: The absence of footpaths, pavement markings and traffic signs are
resulting in pedestrian spill over on the carriageway, and improper flow of traffic and in
the absence of information / warning signs it is difficult for the pedestrians / tourists /
new visitors to manoeuvre the city roads.
Solution: Providing footpath on all major roads, providing pavement markings and traffic
sign boards is going to improve existing traffic chaos especially in peak hours.
7.3 Development of Pedestrian facilities

Existing Situation: Study area has very limited pedestrian facilities viz., one Foot over
Bridge in Vijayawada, very less length footpath in the city area, etc.
Cause Analysis: The consultant, as part of the study has carried out detailed
reconnaissance of the study area, interacted with various stakeholders and carried out
137
pedestrian counts across and along various corridors, for identifying various facilities like
cross pedestrian facilities.
Solution: The consultant has proposed the following pedestrian facilities:
Table 7-1: List of location wise Facilities

S. No. Type of facility Locations
1 Footpath Along the major road corridors in the study area.
7.4 Lack of Traffic Awareness and Enforcement

Existing situation: In the study area, majority of the road users are not following the
driving rules and traffic regulations on road which results accidents and traffic congestion
even though sufficient road width is available. This may be due to lack of awareness, over
confidence and lack of strict enforcement and traffic management.
Figure 7-2: Lack of Traffic Awareness and Enforcement

Cause Analysis: Improper driving, driving on opposite lanes, drunken-driving, using cell
phone while driving, etc., cause accidents and traffic congestion.
Solution: Conducting traffic awareness programs, strict enforcement, traffic management

and traffic regulations whereever required, etc.
138
7.5 Unauthorized Parking at Many Places of Study Area

Existing Situation: Cars, Two wheelers, Auto rickshaws are parked on the road at the
various locations of study area.
Cause Analysis: The illegal parking is blocking the width of carriageway and improper flow
of traffic, causes traffic congestion in peak hours.
Figure 7-3: Unauthorized Parking at Various Locations of Study Area

Solution: Unauthorized parking on the road needs to be removed and parking should be
strictly restricted.
7.6 Parking at Intersections

Existing Situation: Unauthorized Parking of private vehicles and Auto rickshaw stands
located on the arms of most of the junctions are obstructing free flow of traffic.
Cause Analysis: No proper layout is developed for the organized parking of the autos and
private vehicles.
Solution: Auto Rickshaw Stands and Parking of private vehicles can be made more
organized by designating appropriate parking lots, etc.
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7.7 On Street Parking On Most of the Roads in Study Area

Existing Situation: Illegal parking on roads is observed at many places of the study area.
Congested carriageway with on street parking is also observed.
Figure 7-4: Unauthorized parking

Cause Analysis: Though enough parking spaces are not available. It is observed that
private vehicle owners are parking their vehicles on street. Traffic regulation and
enforcement issue.
Solution: Strict enforcement of parking restrictions is the prime solution for this problem.
Moreover, congestion of carriageway due on street parking needs to be dealt with by
regularizing the parking .
7.8 Hawker zones

Existing Situation: Along the major roads, vendors are seen occupying a lot of space of the
both sides of road. The same scenario is seen along the market road, leading to reduction
of carriage way. This being a market area it may be difficult to remove them but they can
be restricted to the delineated spaces.
Figure 7-5: Existing situation
140
Cause Analysis: The consultant as part of the assignment would be proposing hawker
zones which can be used by street vendors like handcart vendors and other on street
vendors.
Solution: Delineated hawking zones to be defined and the hawking activities to be

restricted to those places only. The hawkers should not be doing their activity consuming
more space.
The Consultant proposes to implement hawker zones viz., Green, Orange and Red. Green
zones are those areas where hawking is allowed without any restrictions, Orange zones
are those areas where hawking is allowed only for period with restrictions during peak
periods and Red zones are those where hawking is never allowed. Open space available
outside study area can be used as green zone for hawking.
7.9 Goods Traffic Movement during day time

Existing situation: Commercial/Goods vehicles are allowed in the town which are
unnecessarily loading the city road network in the morning hours. This needs to be
regulated.
Figure 7-6: Commercial Vehicles plying on the city roads during day time
Cause Analysis: Allowing heavy commercial vehicles entry into the city during morning
time is causing obstruction to the city morning peak traffic movement.
Solution: The entry of commercial vehicles needs to be restricted during peak periods
especially 8:00 AM to 8:00 PM. On the other hand, ring road/ bypass need to be
constructed in order to relieve city traffic from regional goods traffic.
141
7.10 Traffic control at Intersection

Existing Situation: Even though signals have been installed at many junctions, theyare not
in operation.
Cause Analysis: Making signals active with proper signal timings as per the existing traffic
count.
Table 7-2: List of Signalized Junctions

S. No. Intersection Signal Working
1 Gollapudi Junction Yes Yes
2 Sitara Junction Yes Yes
3 Tammina Potharaju Building Junction No No
4 Kummaripalem Junction No No
5 Fire Station Junction No No
6 Andhra Prabha Colony Junction No No
7 Padavala revu No No
8 Gunadala Bridge Junction Yes No
9 Ramvarappadu Junction Yes No
10 Mahanadu Junction Yes Yes
11 Ramesh Hospital Junction Yes Yes
12 Nirmala Convent Junction Yes Yes
13 Benz Circle Yes Yes
14 NTR Statue Junction, Patamata Yes Yes
15 Auto Nagar Junction Yes Yes
Solution: Signal timing plan for all major intersections need to be designed, including
which are not operating.
7.11 Parking Charges

Parking charges in the core area can be made higher to make it unattractive to the vehicle
users to bring vehicles to the core area. But this needs to be supplemented by providing
adequate parking within walking distance. These aspects are covered under the parking
proposals.
7.12 Recommendations
The intermediate public transport should be a supplementary to the Public Transport
System and not as a complimentary one. Considering the growth of Vijayawada and its
current size, Bus Service should be improved and the IPT should be run on prescribed
routes. Separate Lanes are not provided for the NMT vehicles and the pedestrian facilities
142
were also on the lower side. These facilities need to be improved on high priority in the
study area.
Given the increase of traffic in the core area of the city, it would be inappropriate to
consider measures such as Congestion pricing. Parking charges in the core area can be
made higher to make it unattractive to the vehicle users to bring vehicles to the core area.
But this needs to be supplemented by providing adequate parking within walking distance.
143
8 TRANSPORT STRATEGIES
8.1 Transportation Strategies
Better urban planning and modal shift to public transport, making long term transport
plans will facilitate the growth of Cities in a way that ensures efficient and convenient
public transport. Most urban transport programs will incorporate a combination of these
strategies. For example, a bus rapid transit (BRT) scheme may include:
 A switch from diesel to CNG hybrid vehicles (reduce tCO2e/kg);

 Improved vehicle fuel efficiency, smoother driving surfaces, less idling, and
better driver performance (reduce kg/km); and
 A net modal shift from private vehicles to transit (reduce overall vehicle-km-
travelled).
Figure 8-1 Illustration of interventions in the urban transport sector

Given the existing situation of the study area and the future growth considerations within
the overall Development Area, it is important to devise multi‐pronged strategies to deal
with the complexities of issues related to the current and future traffic and transport
system of the city. These consist of the following strategies:
 Mobility corridor strategy
144
 Land use and transport strategy

 Public transit strategy
 Freight management strategy
 Non‐motorized transport strategy
 Traffic engineering and management strategy
 Intersection redesign
 Traffic control devices
 Traffic signs and markings
 Parking management
 Switch to Low-Carbon (mobility) strategy
All the listed strategies (see in Figure 8-2) are equally important and the order of listing
does not imply priority. Each of the broad strategies includes sub‐strategies of immense
importance. The strategies when implemented through specific projects shall fulfil the
goals and objectives of the CMP. The sections below discuss these strategies.
Figure 8-2 Approach for Transportation Strategies Development
145
8.1.1 Mobility Corridor Strategy

A strategy of mobility corridors has been devised to deal with the traffic and transport
problems of the city. These mobility corridors have been identified as the major trunk
roads which at present carry the bulk of the traffic in the city and other roads that would
be identified under the travel demand model to carry heavy traffic in the future. The
mobility corridors are devised so as to maximize throughput of traffic and trips within the
city. Adequate provision of road widths through necessary widening and reclamation of
carriageway ensures efficient movement of traffic.
Focus of public transport and non‐Motorised transport infrastructure on the corridors

further increases the load of trips carried by the roads.
8.1.2 Land Use and Transport Strategy

To deal with the problems of traffic and transport and future growth of the development
area, an integrated land use and transport strategy has to be devised. The proposed and
expected growth of the area (see in Figure 8-3) and accordingly the capacities of mobility
corridor links will be proposed to cater to the future traffic load generating from these
zones.
Figure 8-3 Possible Growth Direction in the Study Area
146
Transit Oriented Development
Transit-oriented development (TOD) is a type of community/area/corridor development

that includes a mixture of housing, office, retail and/or other amenities integrated into a
walkable neighbourhood and located within a kilometre of quality public transportation.
Transport planning is intrinsically linked to land use planning and both need to be
developed together in an integrated manner. In developing such plans, attention should
also be paid to the upcoming growth of the city or an urban area.
Transport plans should, therefore, enable a City to take an urban form that best suits the
geographical constraints of its location and also one that best supports the key social and
economic activities of its residents.
The TOD concept is a development strategy to assist the City in implementing the guiding
principles of the Land Use Element. In the TOD strategy, high density housing as well as
new public uses and a majority of neighbourhood ‐ serving retail and commercial uses will
be concentrated in mixed‐use developments located at strategic points along the regional
transit system. This linkage between land use and transit is designed to result in an
efficient pattern of development that supports a regional transit system and makes
significant impact in reducing traffic congestion and urban sprawl.
A TOD is a mixed‐use of land for residential and commercial activities, designed to

minimize the need for transport and maximize the access to public transport, and often
incorporates features to encourage transit ridership. A TOD neighbourhood typically has a
centre with a train/transit station, metro station, monorail station, high capacity bus stop,
etc., surrounded by relatively high‐density development with progressively lower‐density
development spreading outwards from the centre. TODs generally are located within a
radius of 500 m to 1 km from a transit stop, as this is considered to be an appropriate
scale for pedestrians to walk across. However, this does not necessarily follow boundary
of such circles. It contains specific features that are mentioned below, which are designed
to encourage public transport use and differentiate the development from urban sprawl.
 Pedestrian facilities such as high quality pedestrian crossings, narrow streets;

 Streets have good connectivity and traffic calming features to control vehicular
traffic and enhance safety;
147
 Mixed‐use development that includes shops, schools and other public services,
and a variety of housing types and open spaces, within each neighbourhood.
This will facilitate use of transit at all times of day and encourage walking;
 Tapering of building heights as they become more distant from the public
transport node;
 Reduced parking for personal vehicles compared to with conventional
development;
 Transit stops and stations that are convenient, comfortable and secure, with
features such as comfortable waiting areas, vendors selling refreshments and
periodicals, washrooms, etc.; and
 High‐quality transit supports the development of high‐density urban centres,
which can provide accessibility and agglomeration benefits (efficiencies that
result when many activities are physically close together).
The concept and components of an ideal TOD can be explained with Calthorpe’s diagram
(see Figure 9-5) who conceptualized the TOD. A typical TOD area contains Core Area and
Secondary Area.
Each TOD must have a mixed‐use Core Area located immediately adjacent to the transit
stop. This core should include areas designated for
 Residential,
 Retail,
 Office,
 Commercial,
 Institutional, and
 Community spaces
These areas are as pedestrian friendly areas to live, work and play.
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Figure 8-4 Calthorpe’s Diagram
Potentials of Transit Oriented Development in Vijayawada Metropolitan Area (VMA):
The proposed Vijayawada Metro system passes through two high density corridors
covering over 26 km of length with 25 stations. Considering 500m to 1000m radius as
circle of influence, all two corridors would have significant impact on the land use of about
26 sq km area. Proposed metro stations will be point of access to the system for mobility.
Within these 25 stations, while some of the stations will function like terminal station,
some as intermediate inter‐modal and rest as base stations. Each of such stations will
have different functions but provide enough opportunity of development i.e.,
concentration of employment and population, around the stations. It is also to be noted
that in addition to the current 26 kms of metro system, this study (CMP for VMA) also
proposes approx. 9 kms of BRTS to meet the transport demand by 2035.
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Figure 8-5 Conceptual representation - TOD
This study (CMP for VMA) envisages high density development to take place around
transit nodes/hubs. In this direction, the population and employment distribution for the
horizon year at the TAZ level takes into account the potential of several places in
Vijayawada to act as transit hubs/nodes thereby allowing for transit oriented
development.
Figure 8-6 Toronto Suburban Intensification at Station Nodes along Metro Line
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Figure 8-7 500 and 1000m buffer zones - Metro

As a continuing effort in development of Metro Rail system in Vijayawada, the
implementing Authority has to take-up a study of Transit Oriented Development along the
metro corridor to capitalize the additional revenue. Once completed, such development
will help the city reap the full benefit of smart planning as well as the mass transit system.
Initiation of TOD study is required to identify transit locations and at the locations where
proposed metro and BRTS corridors are passing.
Multi-modal Integration
It is recommended that consideration be given to developing PNBS as a major rail and bus
terminal i.e. Multi-modal integrated terminal as important interchange points between
inter-city rail/intercity bus/metro services. Because of space limitations these multi-modal
terminals/stations would likely involve above grade structures spanning over the railway
tracks. Subject to feasibility studies commercial and residential air-right development
could be incorporated to create significant nodal centres that would benefit from the
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regional transport accessibility. The prospective multimodal hubs are highlighted in the
Figure 8-8.
Figure 8-8 Prospective Multi-modal Hubs
8.1.3 Public Transport and Intermediate Public Transport (IPT) System

Strategy
The existing Public Transport system is proposed to be improved through the following
sub-strategies:
 Restructuring of city bus routes

 Phased expansion of bus fleet
 Creation of adequate infrastructure in the form of depot, terminals, bus queue
shelters and signage
 The intermediate public transport (IPT) system comprising shared and private
auto‐rickshaws, which currently cater to a major part of overall trips in the city
have to be integrated with proposed public transport system for the city. The
following strategies are proposed in this regard:
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 Restructuring of corridors to allow plying of IPT modes so as to reduce overlap

of routes between them and the city bus system. This shall ensure that the IPT
modes work as a feeder system to the PT system and both the systems are
financially viable.
 Creation of signage to demarcate the IPT stops to reduce the chaos occurring
on the streets due to erratic stoppages of IPT modes.
 Creation of adequate spaces for parking of IPT vehicles in the city away from
the traffic junctions.
Railway Stations
The present railway station is located near Hanumanpet area. All the roads approaching
the railway station are encroached by shopkeepers, hawkers and parked vehicles. Some of
the major problems are:
 Intense traffic related problems during train arrival/departure timings

 Traffic circulation on connecting roads of railway station need to be
regulated for smooth traffic movement
 Unorganised Auto parking in front of station area
 Encroachments on approach roads
It is recommended that the relocation of railway station be considered in the long term
after due viability/feasibility studies.
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Figure 8-9 Satellite View of Vijayawada Railway Station

8.1.4 Freight Management Strategy
Freight forms an important component of the city’s transport system and hence its
effective management is crucial to the long term growth of the city. To deal with the
existing and future freight movement, the following strategies will be applicable.
 Creation of Freight terminals

 Creation of transhipment points within the city limits to allow of loading and
unloading of goods for distribution thereafter inside the city.
 Banning of movement of HCVs (heavy commercial vehicles) in phases in the
city in various corridors and parts of the city during the day time.
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8.1.5 Traffic Engineering and Management Strategy

Traffic engineering and management must be given high priority among the other
strategies in the study area. These strategies are intended to improve the traffic situation
without extensive investments. Key measures include:
 Intersection redesign
 Traffic control devices
 Traffic signs and markings
 Parking management
Intersection Redesign
Present road intersections in the city pose safety issues - accident rates show higher at
intersections than at other sections of the road. Given that the capacity and efficiency of
the road network is dictated by the intersections, significant capacity enhancement could
be achieved by redesigning the junctions by proper channelization, turning restrictions
and phasing. It is imperative that all intersections are optimized and maintained at
optimum throughput levels.
Installation of traffic control devices
Traffic Signals have the following advantages:
 Provide for the orderly movement of traffic.

 Increase the traffic‐handling capacity of the intersection.
 Reduce the frequency and severity of certain types of accidents, especially
right angle collisions.
 Used to interrupt heavy traffic at intervals to permit the pedestrians to cross
the road.
Traffic signs and markings
Proper signs must be installed at appropriate locations. All the traffic signs should be
facilitated as per the guidelines provided in IRC publication 67‐2001 “Code of Practice for
Road Signs”.
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One of the key deficiencies observed on Vijayawada roads are the absence of road
markings. Road markings are not only a very important safety device, but also serve in
beautifying the road.
Another key element that must be given appropriate importance is street furniture. It
includes street lamps, street lighting, traffic lights, traffic signs, bus stops, dust bins, taxi
stands, public lavatories and fountains and memorials.
Parking management
One of the visible problems that one beholds when visiting Vijayawada is heavy and
haphazard on‐street parking. Following measures could be adopted to improve the
situation:
 Parking bays should be marked properly on on‐street parking locations.

 Auto rickshaw parking need to be provided at designated locations away
from traffic intersections
 In order to handle the parking issue on a medium/long time frame, multi‐
storied parking lots are essential.
8.1.6 Non-Motorised Transport Strategy

An inadequacy in the Non‐Motorised transport (NMT) facilities within the study area is
observed. NMT strategies focus on the following:
 Provide footpath on entire road network and cycle lanes on mobility corridors
 Provide adequate walkway widths.
 Establish connected walking networks.
 Create bicycle lanes, where bicycles composition is high and on mobility
corridors.
 Integrate cycling with transit.
 Address security concerns of pedestrians and cyclists.
8.1.7 Switch to Low-Carbon Strategy

Rapid urbanisation in forthcoming years and concentration of wealth generating activities
in the study area would lead to rise in motorization and hence higher CO2 emissions.
Motor vehicles owe a major share of total surface transport CO2 emissions. Motorcycle
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and Car ownership is growing rapidly in the study area thus it is necessary that a shift
towards low-carbon mobility is initiated in order to reduce the carbon emissions.
Shifting towards low-carbon mobility (reducing carbon emitted per unit of transport
activity) will require integrated strategies focusing on accelerating the penetration of low
carbon options for transport. Important strategies for less carbon emission are given
below:
Improved vehicle technology is one of the strategies of low- carbon mobility.
Strategy of shifting towards low-carbon emission fuel (such as Natural Gas, CNG, LPG,
Solar, etc).
Transit Oriented Development (TOD) is also an important strategy for reducing carbon
intensity of urban mobility through better coordination of land use and transport
development.
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9 PROJECT PROPOSALS
Project proposals have been divided into three stages namely Short Term (0-5 years),
Medium Term (5-10 and 10-15 years) and Long Term (20 Years) proposals.
9.1 Traffic Engineering and Management Proposals

9.1.1 Proposed junctions for improvement
Table 9-1 Junctions for Improvement
S. No Junction Location Implementation
1 Gollapudi Junction
2 Ramesh Hospital Junction
3 Benz Circle 2021
4 Mahanadu Junction
5 NTR Statue Junction, Patamata
The traffic level at these junctions has already reached the 10000 PCU during the peak
hour. The situation will deteriorate considerably in a year. Hence junction improvements
need to be considered as part of the short term improvement plan. However, provision of
grade separator might not be required as majority of the traffic is through-traffic.
Typical junction improvements at selected locations are shown in the Table 9-2. Exact
improvements can be discussed after conducting the necessary topographic surveys at the
locations. The drawings for typical geometric improvements at two junctions
(Ramavarappadu & Ramesh hospital junctions) can be found in the Annexure.
Table 9-2 Typical Junction improvements for selected junctions
S.no Junction name Improvement

1 Ramavarappadu Speed limit board at the every leg of the intersection.
junction Pedestrian crossing board at the every leg of the
intersection.
Informative sign boards.
Channelization.
Medians.
2 Benz circle junction Medians.
Lane improvements.
Rotary type intersection.
3 Ramesh hospital Speed limit board at the every leg of the intersection.
junction Pedestrian crossing board at the every leg of the
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S.no Junction name Improvement

intersection.
Informative sign boards.
Rotary intersection.
Medians
Figure 9 Proposed Junction Improvements

9.1.2 Removal of Encroachment
Removal of Encroachment is required on the following roads in order to smoothen the
traffic flow. The removal of encroachments helps in the use of the carriageway effectively.
These encroachments range from hawkers to buildings, trees and light poles.
Table 9-3 Encroachment Removal Proposal

Encroachment Road
Building Bandar Road, Eluru Road, Nunna Road, Vidyadharapuram Road
Vendors Bandar Road, Nunna Road, Vidyadharapuram Road
Trees Nunna Road
Light Poles Bandar Road
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9.1.3 Rail Over Bridges and Bridges across the River

Vijayawada is a city of rivers, canals and railway lines. As far as road traffic is concerned,
they are major physical impediments. The following road links are identified as a
bottleneck and need road capacity improvement.
Construction / upgradation of the following bridges is proposed.
Table 9-4 Bridges across river Krishna

S. No. Bridges across river Krishna
1 Four lane bridge at Penamaluru (IRR)
2 Six lane bridge at Venkatapalem (Bypass)
3 Six lane bridge at Suryapalem (IRR)
4 Six lane bridge at Munnaluru (ORR)
For capacity augmentation, 8 bridges are proposed to be widened to 4 lane divided

carriageway.
Table 9-5 Improvement of Existing bridges across canals

S.
Location Improvement Measures
No.
1 Across Eluru Canal at Govt. Press Widening to 4 lane divided carriageway
2 Across Ryves Canal at Padavalarevu Widening to 4 lane divided carriageway
3 Across Ryves Canal at Hanumanpet Widening to 4 lane divided carriageway
4 Across Ryves Canal at Kottavanthena Widening to 4 lane divided carriageway
5 Across Ryves Canal at Durgapuram Widening to 4 lane divided carriageway
6 Across Bandar Canal at Labbipet Widening to 4 lane divided carriageway
7 Across Budameru Canal on Mylavaram Rd Widening to 2 lane carriageway
8 Across Eluru Canal at Cement Factory Widening to 4 lane divided carriageway
Table 9-6 Proposed Rail Over Bridges

S. No. Proposed New Bridges
1 Vijayawada-Machilipatnam Railway Line at Enikapadu
2 Vijayawada-Machilipatnam Railway Line at Gunadala
3 Vijayawada-Visakhapatnam Railway Line at Mustabad
4 Railway Line at Rayanapadu
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Figure 9-1 Proposed Bridges across Krishna (left) and Proposed ROBs (right)
9.1.4 Signage and Marking (Inventory Data)
The infrastructure improvement like road widening, ROB, construction of new links will be
more effective with the provision of proper signage and road markings. This will increase
the safety and will bring discipline in driving conditions.
Table 9-7 Distribution of road length by road marking and traffic signage category
Distribution of Road Length by Availability of Road marking and traffic signage
Present Absent Total
km % Km % km
Road Marking
Center line 27.9 52.25 25.5 47.75 53.4
Lane 27.9 52.25 25.5 47.75 53.4
Edge lane 27.9 52.25 25.5 47.75 53.4
Pedestrian 22.81 42.72 30.59 57.28 53.4
Traffic Signage
Informatory 17.34 32.47 36.06 67.53 53.4
Prohibitory 17.34 32.47 36.06 67.53 53.4
Mandatory 18.52 34.68 34.88 65.32 53.4
9.1.5 Road Widening/ Development Proposals
IRC 106-1990 for Urban Roads recommend Design Service Volumes for different
classification of roads at Level of Service C (i.e., Design Service Volume/Capacity = 0.7) and
the estimated capacities are presented in Table 9-8 .Required number of lanes has been
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worked out for each road corridor/sections on the basis of lane configuration. It is
observed that no. of lane requirements is very high, which is not feasible to provide in the
field. Therefore the rationalisation of lane requirements is made. The road development is
proposed up to 2035, widening proposals beyond 2035 may not be feasible and therefore
demand management measures and improved public transport should be considered.
Figure 9-2 Roads in Vijayawada (by lane configuration)
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Figure 9-3 Roads in Vijayawada (by speed)
Figure 9-4 Roads in Vijayawada (by class)
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Table 9-8 Estimated Capacities (PCUs per Hour) as per IRC 106-1990
Category of Urban Road
Type of Carriageway
Arterial Sub-Arterial Collector
2-Lane Two Way 2143 1714 1286
3-Lane One Way 5143 4143 3143
4-Lane Undivided Two Way 4286 3429 2571
4-Lane Divided Two Way 5143 4143
6-Lane Undivided Two Way 6857 5429
6-Lane Divided Two Way 7714 6143
9.1.6 Road Improvement Proposals
The travel demand models developed for the Vijayawada city, show predominant demand
of travel in north-east direction. Lanco township road is taking a significant proportion of
that demand. The assignment results reveal that there is a requirement of improving
other roads to serve the north-east movement of traffic and therefore consultants have
identified corridors which is forecasted to have heavy traffic loadings in horizon year to
the Gannavaram road as well as west of Gannavaram. Many roads in Vijayawada which
are providing access to Gannavaram and other important areas are in poor condition
which needs maintenance related work.
The list of road widening proposals for different roads in Vijayawada is presented below.
Table 9-9 Road widening Proposals
S. Existing Proposed Lane Configuration

Name of the Road Lanes
No 2016-2021 2021-2031 2031-2035
1 5th Cross Road 2 4
2 Ayyapa Nagar Road 2 4
3 Bellapudi Shobanadri Road 2 4
4 Challapallivari Street 4 6
5 Chennai- Srikakulam Highway 2 4
6 Chuttugunta Main Road 4 6
7 Film Godown Street 2 4 6
8 Gnanolive street 2 4
9 Housing Board Colony Road 2 4
10 Kannuru Main Road 2 4
11 Krishna Veni School Road 2 4
12 Kurmaiah Street 2 4
13 Low Bridge Road 1 2
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S. Existing Proposed Lane Configuration

Name of the Road Lanes
No 2016-2021 2021-2031 2031-2035
14 Loyola College Road 4 6
15 Mahanadu Road 2 4
16 Main Bazaar Street 2 4
17 Main Road 2 4
18 Nageswara Rao Pantulu Road 1 4
19 Nalluri Swaminathan Road 2 4
21 NSM High School Road 2 4
22 Outer Ring Road 1 4 6
23 Parankusadas Street 1 2
24 PN Bus Stand Road 2 4
25 Polyclinic Road 2 4
26 Rama Rao Street 2 4
27 Sangeetha Kalasala Road 2 4
28 Siddhartha College Road 2 4
29 Sivalayam Street 2 4
30 Stadium Five Cross Road 2 4
31 Subba Ramaiya Street 2 4
32 Swathi Theatre Road 2 4
33 Vambay Road 1 2
34 Veterenary Hospital Road 2 4
35 Vidyadhara puram Road 2 4
36 Vijayawada-Gudivada Rd 1 4
37 Vijayawada-Gudivada Rd 4 6
Vijayawada-Vellaturu- 1
38 2
Kuntamukkala-Mylavaram Rd
39 Yanamalakuduru Konda Rd 2 4
Widening has been recommended as these roads do not have enough Right of Way for
neither Public Transport nor pedestrians. Hence the widening as a recommendation is
necessary to improve the conditions for both NMT and PT uses which is in line with NUTP.
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9.1.7 Improvement of Radial Road

Satyanarayanapuram road, a new city radial arterial road along the abandoned track of
the railways is under development by the VMC. This is an important addition to the city
road network system.
9.1.8 Requirement of Bypass roads

In general, bypasses are required to avoid the passing of through traffic from the city. The
intensity of through or non-destined traffic is high in Vijayawada. Heavy goods vehicles
move through the city network consuming capacity, adding to congestion and
contributing to environmental degradation. Safety is also a major casualty. The endeavour
needs to divert through traffic along the periphery of city development area. A compete
Ring Road System is recommended to achieve this objective.
Table 9-10 Description of Existing Bypass

Length
Leg Direction
(km)
North leg 27.6 From Gollapudi to NH5 at Chinna Avatapalli
East leg 5.8 Gudavalli (NH-5) to Machilipatnam road (NH-9)
South Eastern Loop 14.18 Eastern arm – Mangalagiri Bypass (New river
bridge proposed)
South Western Loop 15.49 Immediate south of Mangalagiri (NH-5) to
Gollapudi (NH-9)
Northern River Bank Link 4.2 Existing narrow river bank road is proposed to
be upgraded in to a 4lane arterial road from the
proposed outer ring road upto Nehru Bus
Station.
Southern River Bank Link 11.16 A new road along the southern bank of the
river between outer ring road and Chennai road
(NH-5) is proposed.
Western leg 35.7 Mangalagiri road to Amaravathi.
An Outer and Inner Ring Road and the new Bypass (alsoproposed as part of the Draft
Perspective plan for Capital Region), effectively tackle the unnecessary traffic that passes
through the city.
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Figure 9-5 Proposed By Pass Road / Outer/ Inner Ring Roads around Vijayawada
9.2 Non-Motorised Transport Proposals

9.2.1 Pedestrian Facilities
From the road inventory, it was observed that nearly 47.5 km (89%) stretch comprising
national and state highways require footpath facilities with a width of at least 1.5m on
either side of the road. It is suggested to consider this as a short term proposal with
immediate attention for pedestrian safety. List of roads for proposed footpath facilities is
The Institute of Urban Transport, code of practice part-1(cross section) recommends a

minimum clear width should be 1.2m in order to accommodate wheelchair users.
Comfortable minimum width is 1.8m. The footpath surface should be even and without
any irregularities. The use of guiding and warning blocks is recommended. Although all
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arterials and sub-arterials should ideally have footpaths, the following roads have been
identified for the short term implementation of footpaths.
Table 9-11 LOS for footpath widths
Effective Capacity as per LOS C in persons

Effective width of footpath (m)
per/min counted over 15 min
1.5 23-50
2.5 58-83
3.5 81-116
5 115-165
Figure 9-6 Proposed footpath in the city
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Table 9-12: List of Proposed Roads for Footpaths

S. No. Road Name Length (km)
1 M G Road 0.5
2 Bander road 1.29
3 NH-5 Road 6.23
4 Eluru Road 6.85
5 Nuzivid Road 1.89
6 Eluru Road 7.05
7 Nunna Road 5.66
8 Dr.B.R.Ambedkar Road 7.46
9 Vijayawada Bypass Road 1.57
10 NH - 9 Hyd. 3.2
11 Canal Road 2.27
12 Krishna Lanka Road 3.52
Total Length (km) 95 (both sides)
9.2.2 Bicycle Facilities
As per the guidelines provided for the NMT (non-motorized traffic) in the study of “Traffic
and Transportation Policies and Strategies in Urban Areas in India, (RITES – 1999); it is
advisable to provide a separate lane for the cyclist in the cities where cycle trips has more
than 10% of total trips. Household Information Surveys (HIS) conducted in the city
indicates share of person trips by cycle in the city of Vijayawada accounts for almost 22%.
The significant share evidently indicates the need for the cycle tracks for the study
corridor in order to achieve the safety of the cyclist as well as for efficient vehicular
movement. Thus the cycle tracks are desirable on both sides of the study corridors.
It is thus proposed to provide two-meter wide adjoining cycle tracks, which will
completely fit in the carriageway and will be adjacent to and on the same level with it.
Due to presence of the significant cycle traffic at intersections, it is proposed to segregate
the cycle traffic at the intersection of the study corridor by providing the cycle box ahead
of the stop line.
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Figure 9-7 Cycle tracks proposed

Table 9-13: List of Proposed Roads for Cycle Tacks
Length
S. No. Road Name No. of lanes
(km)
1 Benz Circle To Ramavarappadu 3.6 1
2 Swathi Bus Stop- Bhvani Puram 1.5 1
3 Governorpet To Gunadala 5.5 1
4 Pnb-Auto Nagar 6.5 1
5 Bus Stand To Railway Station 1 1
6 Gollapudi- Pnb 5.5 1
7 Gandhi Nagar To Satyanarayanapuram 2.4 1
Total Length (km) 26 km
9.2.3 Foot Over Bridges/Subways/Pedestrian Phase
Considering heavy pedestrian movement (road crossings), the proposed locations for Foot
Over Bridges/Subways/Signal (pedestrian phase) in Vijayawada are listed below:
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Table 9-14: List of Proposed Roads for FOBs

Maximum
Type of Improve
S. No Location [(PV^2)/(1*10^8)
Carriageway ments
] Observed
Ramesh Hospital Road, Ramesh
1 Divided 731.19
Hospital Junction Subway
2 By-pass Road, Sitara Junction Undivided 391.54 Signal
3 Bandar Road, Benz Circle Divided 346.14 Subway
KT Road, Tammina Potharaju
4 Undivided 301.56
Building Junction Signal
Bus Stand Road, NTR Statue
5 Divided 237.23
Junction, Patamata Signal
Nirmala Convent Road, Nirmala
6 Divided 104.58
Convent Junction Subway
Bus Stand Road, Fire Station
7 Undivided 101
Junction FOB
Ramavarappadu Road,
8 Divided 31.08
Ramvarappadu Junction FOB
The Figure given below represents the proposed Foot Over bridges/Subway/Signal
in Vijayawada.
Figure 9-8: Proposed Foot Over Bridges/Subway/Signal in Vijayawada
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Grade separated pedestrian facilities are proposed based on the PV2 analysis. These will be
useful only where the road width is considerably high.
9.2.4 Road Markings:

Zebra crossing should be provided at intersections for safe crossing of pedestrians.
Regular painting of zebra crossing also needs to be ensured.
Figure 9-9 Typical Road Markings

9.2.5 Bus Stop Placement
Bus stop placing on the corridor should be strategically planned in order to ensure the
safe and efficient traffic movement. In existing scenario the places of stopping of buses
are major bottleneck points for smooth flow of traffic on both the corridors.
Various bus stops:
172
 Besant Road bus stop

 Challapalli Bus Stop
 Dornakal Road Bus Stop
 Kothavantena Bus Stop (SambaMurthy Rd)
 Bandar Locks Bus Stop
 Apsara Theatre Bus stop
These are proposed to be relocated 100 m from the intersection on either side.
9.2.6 Walkways
The Figure given below represents the proposed elevated walkway in Vijayawada between
APSRTC Bus Terminal to Vijayawada Railway Station, APSRTC Bus Terminal to Sri Kanaka
Durga Temple and Railway Station to Sri Kanaka Durga temple connectivity. The
approximate length is 1.1 km, 1.4Km and 0.3Kms respectively.
Figure 9-10: Proposed Walkways in Vijayawada
9.2.7 Provision of the pedestrian zones

Considering heavy pedestrian movement, K.R. Market Area is proposed as a vehicle-free
zone in Vijayawada. The restriction on vehicular movement has to be decided after careful
consultations among concerned agencies including Traffic Police. The restriction could be
during morning or evening hours every day or during the weekends or at all times.
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9.2.8 Bike Sharing Scheme

The bike sharing scheme is a part of non-motorised transport scheme in which the cycle
can be used to reach different destinations on a rental basis. However, it is important to
provide an infrastructure which would do away with the safety issues associated with
cycling. Cyclists feel that it is unsafe to ride because of other vehicles. Hence the scheme is
more effective with dedicatee cycle track which can segregate cyclist from rest of the
traffic.
Conceptually the system works on a hub-and-spoke model. Typically, there is a main

docking station and 6-7 sub-stations within a catchment area of 2.5 to 3 kms. The main
docking station can accommodate around 25-30 bicycles and is usually installed next to a
transit node. The sub-stations are located nearby in residential colonies, work centers or
commercial hubs, as the case may be. A person willing to rent a cycle, goes to either the
main docking station or any of the sub-stations, pays a membership fee and fills in a
membership form containing certain details of the user, (both being a one-time affair),
swipes a smart-card issued to him, and takes the cycle. To deposit the cycle, he goes to
any docking station and swipes the card which deducts the rent for his usage period and
deposits the cycle. To avail of the membership, he can go to any docking station, fill up the
membership form and pay the membership fees or otherwise do it through the internet as
per his convenience.
Figure 9-11: Concept of Bike Sharing Scheme

In Vijayawada, the scheme can be proposed on the identified mobility corridors with the
provision of appropriate infrastructure for cycling. Some of the essential components of
the scheme are listed below.
174
Main Docking Station (at least 17m x 3m)
Sheltered space for proper docking of at least 30 customized cycles
A small cabin for the Docking Station manager and space for smart card/ mobility card
reader and support system for transactions
Space for washing of cycles and minor repair and maintenance of cycles
Sub Station (at least 7m x 3m)
Sheltered space for proper docking of at least 10 customized cycles
A small cabin for the Docking Station manager and space for smart card/ mobility card
reader and support system for transactions
Space for washing of cycles and minor repair and maintenance of cycles
Cycles
State-of-the-art bicycles
In-built hidden GPS devices for tracking
Figure 9-12: Bike Sharing Examples

Most of the substations can be located near activity centers including institutional
buildings, hospitals, banks, commercial complex etc. The distance between two sub
stations should be kept lower than 1 km. The location list for main docking station and
substations is presented in the next section of this report.
Table 9-15 Major Docking Station
S. No. Road Name Location for Major Docking Station

1 Vijayawada - Hyderabad highway Swathi Bus Stop
2 Vijayawada - Hyderabad highway Kummaripalem Bus Stop
3 Pandit Nehru Bus Terminal PN Bus stand City Bus Station
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S. No. Road Name Location for Major Docking Station

4 Benz Circle Radio Mirchi Office
5 Bandar Road Gayathri Jr College
6 Eluru Road Ramavarappadu Ring
Table 9-16 Location of Sub-docking Station
S. Location for Major Location for Sub Docking

Road Name
No. Docking Station Station
Chitti Nagar
Vijayawada - Hyderabad
1 Swathi Bus Stop Housifng Board Colony
highway
Bhavani Puram
Kummaripalem Bus Vijayawada - Hyderabad Ramarajya Nagar
2
Stop highway Vidhyadharapuram
PN Bus stand City Bus Railway Station
3 Pandit Nehru Bus Terminal
Station Fire Station
DV Manor
Patamata
4 Radio Mirch Office Benz Circle
sidhartha College
Ramesh Hospitals
Raveendra Bharathi School
5 Gayathri Jr College Bandar Road Sanath Nagar
Amedkar Colony
Prasadampadu
Gunadala
6 Ramavarappadu Ring Eluru Road
NTR University of Health
Sciences
176
Figure 9-13 Docking stations for bike-share
9.3 Parking Proposals

Following are the sites which may be considered for the off-street parking locations.
However, the detailed feasibility study should be undertaken for finalizing the locations.
However, 2 MLCPs are proposed at Railway Station East 1 and PNB bus stand in order to
cater to the rising demand for Parking.
Table 9-17: Proposed off street parking locations
Sl. No. Site Location Approximate Land Area Parking type

1 Bus Stand Entrance 146 MLCP
2 Bus Stand - Two Wheeler Stand 146 Surface
3 Bus Stand - 2nd Parking 182 Surface
4 Railway Station - Eluru Road Side 139 Surface
5 Railway Station - East Side – 1 146 MLCP
6 Railway Station - East Side – 2 146 Surface
7 Railway Station - West Side 153 Surface
8 Railway Station - K.R.Market 267 Surface
177
The available public spaces like gardens can be considered for underground parking so as
to serve dual purpose. The potential sites which can be considered for off-street parking
are highlighted in the Figure.
Figure 9-14 proposed parking facilities in Vijayawada city

Proposed signals at the junctions
The following are the locations for which installation of signals is proposed. These
junctions, either do not have a signal or have signals which do not function. Given the
importance of these locations, it is suggested that these proposals should be implemented
as part of short-term improvement plan.
178
Figure 9-15 Proposed signals at the junctions
Table 9-18 Signals at intersections

S. No. Intersection Signal Working
1 Tammina Potharaju Building Junction No No
2 Kummaripalem Junction No No
3 Fire Station Junction No No
4 Andhra Prabha Colony Junction No No
5 Padavala revu No No
6 Gunadala Bridge Junction Yes No
7 Ramvarappadu Junction Yes No
9.4 Public Transport Improvement Proposals

To improve the share of public transport, the following recommendations are made:
9.4.1 Bus augmentation

As part of the public transport strategy, augmenting the city bus services would be
considered by taking 50 buses per lakh population. This is tested in the model. Increasing
the existing fleet size as well as the frequency for bus service will help the public transport
179
system to cater to more areas in and around the city. The services could be using different
sized buses for various segments.
Based on bus augmentation of scenario 3, the proposal is discussed in this Section. The
proposed bus augmentation structure is presented below.
Table 9-19 Recommended Bus Augmentations

S. No Year Additional Fleet Requirement
1. 2017 90
2. 2021 70
3. 2031 193
4. 2035 174
9.4.2 Commissioning of more Depots:

There is a need to commission additional depots, to take care of future needs. The
possible locations are:
1. Poranki
2. Ramavarappadu
The two depots recently closed, that is Vuyyur and Gannavaram need be given to city
division to operate Mofussil services. The flow of traffic to the city is from villages in the
morning and in the opposite direction in the evening. Thus the location of depots will be
highly justified for Mofussil services of urban operations.
9.4.3 Construction of bus terminals

Bus terminals provide pre-journey comfort to the passengers. Presently, bus terminals
are very few, except for the one at PNBS, all others need major modifications .
Services in the “District-Ordinary” category. There is need to transfer rural services to

the city division and “long distance” services to the rural division.
The present arrangement is only to ensure levelling of performance within various

divisions. However, in this arrangement, functional co-ordination suffers. Integration
of all “district ordinary “services with Vijayawada city division improves customer
service. For performance analysis, the inherent characteristics of services need to be
considered rather than clubbing “long distance” operations with ”urban operations”.
180
It is recommended that bus terminals be proposed at Gollapudi and Nidamanuru so as

to decongest PNBS. Also it would increase the connectivity to the new Capital by
capitalizing on the proposed Inner Ring Road.
9.4.4 Use of information technology in public transport operations

The APSRTC has a long history for goods and service to the people. However, during
the recent past. The organization is sliding back. The use of I.T. in public transport
operations need to a special drive.
The ticketing system presently followed is a century old practice. The other cities like
Bangalore, have taken lead to introduce “ticketing machines” to improve productivity.
Presently, Vijayawada city operations are monitored from 32 major traffic points by
posting controllers/supervisors. The officers regularly visit these 32 points to review
the progress. These are all” manual” methods followed in yesteryears. There is need
for I.T. intervention. Closed circuit television need be installed the “Control Room”
should monitor operations by taking advantage of modern technologies.
9.4.5 Public private partnership model to improve public transport

Vijayawada is known for entrepreneur skills and transport sector is their home
ground. In the context of private sector participation, new innovations need to be
made to use private sector initiatives to tap more capital resources.
The public sector need to confined, where they are best namely- planning, monitoring
and setting quality standards. The private sector need to be utilized where they have
expertise namely, execution of planes i.e. managing labour, customer focus, resource
mobilization and ensuring commercial success.
The outsourcing of tasks tot private sector may be considered for managing bus
terminal: Monitoring operations, sale of bus passes, marketing research, training of
employees, etc., and the aim should be service, better service and much better
service at lesser costs to the customers.
Following steps should be taken to improve the public transport:
1. Bus Stops should be provided at every 450m to 500m
181
2. Access to all Bus Stops should be improved. According to MoUD report titled
“Guidelines and Toolkits for Urban Transport Development in Medium Sized
Cities in India”, the percentage of urban area within 500m of the Bus Stop
location should be between 75% and 90%.
3. Feeder service (such as auto) should be encouraged to Bus stops and Bus
Stands.
4. Frequency of the Buses should be increased from current 15-30 min to 5-10
min during peak hours.
5. There are no proper Bus Stops at present. Bus Stop should be provided with
separate bus lane (wherever possible) with proper shelter at bus stop.
Construction of New Bus Stops / Improvement of Existing Bus Stops should be
planned with proper signage and information display. Bus shelter can be
developed on Public- private partnership (PPP) basis generating revenue from
advertisements.
6. Transport Authority should issue a timetable and public awareness campaign
should be carried out. Transport Authority should handle services professionally
with a motto of serving the people. There should be Public relationship officer who
is available to clarify/alleviate the public transport related issues.
7. Educational trips constitute 28% of the total trips in Vijayawada City. Public
Transport Bus should target these education trips by introducing monthly
concessional passes at 50% of the cost. This is a first major step, which is expected
to increase the modal share in favour of Bus. New routes should be planned to
cater to educational trips such as Engineering Colleges located at outskirts.
8. For other category of commuters, some form of monthly passes should be
introduced with 10%-25% of discount.
Hop on Hop off service
We can also consider Hop on Hop off service for temple visits inside Vijayawada city. The
Hop on Hop off service will run across the city covering all the temples in and around
Vijayawada for the Pilgrims movement.
Following Policy Initiatives with respect to Public Transport in the city are required to
improve the environment.
182
 Coverage and frequency of Public Transport services should be improved.

 Construction of New Bus Stops / Improvement of Existing Bus Stops should
be planned with proper signage and information display. Public-private
partnership (PPP) model can be considered for adoption
 Transport Authority should issue a timetable and public awareness campaign
should be carried out. Transport Authority should handle services
professionally with a motto of serving the people. There should be Public
relationship officer who is available to clarify/alleviate the public transport
related issues.
 Educational trips which constitutes 28% of the total trips in SMK CMC. Public
Transport Bus should target these education trips by introducing monthly
concessional passes at 50% of the cost. This is a first major step, which is
expected to increase the modal share in favour of Bus. New routes should be
planned to cater to educational trips.
 For other category of commuters, some form of monthly passes should be
introduced with 10%-25% of discount.
 Mini-buses should be introduced in low density corridors to minimise the
dependence on Auto
 On street parking should be restricted. Minimal charges should be fixed. Off-
street parking facilities should be created on BOT model
 Old Autos should be banned.
9.4.6 BRT/LRT corridors

The proposed Vijayawada Metro system passes through two high density corridors
covering over 26 km of length with 25 stations. Considering 500m to 1000m radius as
circle of influence, all two corridors would have significant impact on the land use of about
26 sq.km area. Proposed metro stations will be point of access to the system for mobility.
Within these 25 stations, while some of the stations will function like terminal station,
some as intermediate inter‐modal and rest as base stations. Each of such stations will
have different functions but provide enough opportunity of development i.e.,
concentration of employment and population, around the stations. It is also to be noted
183
that in addition to the current 26 kms of metro system, this study (CMP for VMA) also
proposes around 10 kms of BRTS to meet the transport demand by 2035.
Accordingly, the following corridors are recommended for the introduction of BRTS in
addition to the existing Corridor along Jawaharlal Nehru Marg (1):
 From Benz Circle to Ramavarappadu Ring Road (2).

 Swathi Bus stand To Canal Road (3)
Table 9-20 Existing Corridor Description

Length of Year Of Proposed Fleet Additional Fleet
S. Corridor Corridor Implementa
No (in km) tion 2021 2031 2035
1 Existing BRT 3.3 - N.A - 22 6 5

Benz Circle 3.8 2018
2 Ramavarappadu Ring 16 3 3
Rd
Swathi Busstand To 5.2 2021
3 2 1 0
Canal Road
Total Fleet Required 101 42 33
Figure 9-16 Proposed BRT Corridors
184
Figure 9-17 Typical cross section of BRTS
9.5 Intermediate Public Transport

Presently, there are about 8600 auto rickshaws operating in Vijayawada city. Most of
them operate as stage carriages and popularly known as service autos. These auto
rickshaws operate on all routes, and the fare charged is more or less the same as that of
Bus system.
There are no fare meters to the Auto Rickshaws. If a person wants to engage an auto
rickshaw, he has to bargain the fare, which is a difficulty for new comers to the city.
The auto Rickshaws carry about 2,50,000 passengers per day and the ratio between bus
and auto is 40:60 in the total volumes of the traffic carried in terms of passengers. The
auto rickshaws are very popular with people and play useful role in serving mobility needs
of people. Further, they provide vast employment. However there is a need to bring about
better coordination between auto rickshaws and bus services. Unhealthy competition
needs to be eliminated
9.6 Water Transport

With the metro being introduced in Vijayawada, and an already wide spread bus network
(though requires route rationalizing, and increased safety requirements.) it is seen that
185
the connectivity to the west needs attention and a sustainable public transport alternative
connecting them to the core city is important.
Though the existing ferry services barely satisfy the safety norms and conditions, it is used
for tourism and is not being used as a public transport alternative.
With an improved water transport system it would be able to retain the captive users as
well as draw in people from the road based public transport system and a section of
private vehicle users thereby reducing the pressure on the road network and increasing
the potential user pool.
The initiative is also in line with the vision of seamless transport across modes. By
providing clean, affordable, fast and efficient transport services to communities west of
Vijayawada, which are primarily residential and include lower income residents it satisfies
the concept of inclusiveness. It also accords with key policy drivers, by providing better
access to employment opportunities and social services; promoting public transport
modes; limiting the use of private vehicles; and significantly improving western linkages.
The IWT sector is an investment-sensitive sector. The costs involved are cost of the
vessels, fuel costs, crew salaries and maintenance costs. In order to keep the ferry
services, assured patronage from the general public is pre-requisite. Keeping this in view,
it is decided to introduce 2 routes in a phased manner over a period of 4 years (2031-
2035) - the high demand route to be introduced first and low demand route in the
subsequent years. Based on the above parameter, the route from Kanaka Durga Temple
to Gollapudi would be introduced in Phase I (2031) and the route from Ramavarappadu to
PN Bus Stand would be introduced in Phase II (2035). However, a detailed feasibility is
necessary for the strategy of water transport for Vijayawada and needs to be duly taken
up.
186
Figure 9-18 Proposed Ferry Routes

e
9.7 Goods Terminals

Vijayawada city is well known for the industries/goods such as Agro-based and textile
industries, Automobile and heavy industries, Industrial parks. Vijayawada has only one
truck terminal at Ibrahimpatnam which is not completely developed with respect to
infrastructure facilities to handle the cargo and truck movements within the terminals.
The existing Ibrahimpatnam terminal located along NH9 highway at about 2km distance
from highway.
The truck terminal at Ibrahimpatnam has an approximate area of 300m x 30m

accommodating around 250 trucks. This area has access from the core areas of
Vijayawada city which is leading to congestion to other traffic. The access roads are in very
poor condition.
APCRDA plans to spend around 9.42 crores, to provide good infrastructre to the truck
terminal. Right now, the loading and un-loading the trucks moving across Hyderabad to
Vijayawada, are happening at Bhavanipuram. This is bringing more traffic problems.
To overcome this, CRDA has come up with a plan, to use Ibrahimpatnam Truck Terminal.
With this more than 40,000 lorries, trucks, goods vehicles would not enter the city once
the terminal is put to use.
There is no truck terminal at entry points to Vijayawada city (Out skirts at Cordon points).
The number of commercial vehicles generated from different goods terminal points
187
obtained from goods focal point survey (on sample basis) is presented in Table 5-20 and
the characteristics of different areas (obtained from Goods Focal Point survey) is
Table 10-22 Goods/Commercial Vehicles generation at various places in Vijayawda

No. of Commercial Vehicles
S. No. Location Name
(Both Directions)
1 Lanco Town Ship 16803
2 Prakasam Bridge 529
3 Varadhi Bridge 5551
4 Penamalur Village 3431
5 Gannavaram Village 9369
6 Nunna Road 1689
Total 37372
A goods/truck terminal provides interface between intercity and local transportation

facilities and which handle the distribution and collection of goods within the city. Such
truck terminal will have minimum land area of 2 hectare. Some of the facilities that can
part of truck terminals are as follows:
 Circulation area and parking area

 Petrol Pump
 Toilets
 Restaurant / Dhabas
 Shops & STD booths
 Godown
 Weigh Bridge
 Administrative Office
 Fire Station
 Transport agent offices
The following 3 new IFC terminals, of about 100 ha each, are proposed. These locations
are to be developed as Integrated Freight Complexes providing for the development of
188
wholesale markets in all commodities at each of the locations supplemented by a good

transport system.
Table 9-21: List of Proposed Truck Terminals

Sl. No. Terminal Name
1 Chinnakakani Village
2 Gannavaram Village
3 Nunna Road
Figure 9-19 Proposed terminal locations
9.8 Impact Assessment of Short, Medium and Long Term

Improvements
All the proposals discussed so far can be broadly grouped under three categories:
 Long Term Improvement: the usefulness for these improvements will last for
more than 10-15 years
 Medium Term Improvements: the usefulness of these improvements will last
for about 5-10 years
189
 Short Term Improvements: these are short term proposals that need to be
reviewed and revised within 5 years as per the requirement.
Accordingly, long term, medium term and short term proposals for Vijayawada are shown
in Table 9-22
Table 9-22 Short, Medium and Long Term Improvements
Short Term Improvements Medium Term Improvements Long Term Improvements

o Traffic and Pedestrian
o Off Street Parking
Management measures -
Development
Road Markings/ Signage
o Junction Improvements and
o Redevelopment of City Bus
Management Measures Terminus
o Construction of Footpaths o Rail Over Bridges (ROB)
o Bus Augmentation o Truck Terminals
o Bus transport Plan - Bus

o Transport Hub
shelters o Bus Rapid Transit system
o Metro System
o Bike sharing main and sub
o Elevated Walkway
docking stations
o Provision of Cycle Track o ITS
o Provision of Pedestrian
Zones and Pedestrian
Infrastructure
o Removal of Encroachments
/ hawker Management /
dismantling
o Road Widening
190
Anticipated Impact of Proposed Projects
Projects evolved in CMP will help to achieve sustainable development goals by means of
reducing private mode share and travel time. The anticipated impacts of proposed
projects are presented Table 9-23
Table 9-23 Impact of Projects Proposed

Private Average
IPT PT Speed
vehicle Trip Average
Scenario Share Share (in
share length V/C
(%) (%) Kmph)
(%) (PT) (km)
Base Year – 2015 54.9% 14.1% 31.0% 4.89 22.9 0.57
Do Nothing – 2035 54.8% 14.4% 30.8% 4.9 19.6 0.94
Do Nothing + Committed Projects –
50.4% 14.5% 35.1% 4.98 22.5 0.65
2035
Do Nothing + Committed Projects +
Proposed Projects + Transit-
Oriented Development -2035 47.5% 14.3% 38.1% 5.69 23.6 0.62
Social Impact
The impact of the proposed projects from the social angle is analyzed at a broader perspective. It
is found that most of the projects have significantly less impact with respect to Rehabilitation and
Resettlement. Land acquisition for some of the projects is inevitable. The proposed projects
significantly improve mobility with reduced travel time. The broad impacts have been compiled in
Table 9-24.
Table 9-24 Broad Impacts of Projects

Requirement of
ROW/Land Improve Reduction in
Project Rehabilitation
Acquisition Mobility Travel Time
& Resettlement
Bus Fleet Augmentation No No Yes Yes
High Order Transit System Yes Yes Yes Yes
Intermodal Stations Yes Yes Yes Yes
Bus Terminals Yes Yes Yes NA
Freight Terminals Yes Yes Yes NA
Bus Shelters Yes Yes Yes Yes
ROBs/ New Roads Yes Yes Yes Yes
Bypass/Ring Roads Yes No Yes Yes
Foot Path No No Yes NA
Pedestrian FOB/ Subway No No Yes NA
191
Requirement of
ROW/Land Improve Reduction in
Project Rehabilitation
Acquisition Mobility Travel Time
& Resettlement
Major Junction
Improvements No No Yes Yes
Environmental impacts
Environmental and social screening is intended to provide inputs into identification of potential
impacts with the implementation of the CMP. Screening is conducted by identifying the
interaction of environmental components on the project activities for various projects. Screening
conducted for the identified projects and respective impacts identified are presented in the Table
9-25.
Table 9-25 Impacts of Project Implementation

Project Sub Components Impacts
Development of  Construction activity around the
Transit Hubs (based serviced land for high highway
1 on TOD density development
principles) Public transport
interchange hubs
 Relocation of existing vending
activity
 Removal of squatters and
Land acquisition for
encroachers from the footpaths
road widening and
 Causing livelihood losses even
provision of service
though they are un-authorized
lane wherever
necessary  Loss of shelter for temporary shops
Pedestrian / / residences for squatters and
NMT encroachers
2
Infrastructure
Improvement  Improvement in safety of
Construction of new pedestrians due to measures
footpath proposed
Pedestrian  Improvement in pedestrian safety
Infrastructure  Slowing of traffic at the time of
development like constructing and erecting
subways/foot over structures across major
bridges/ signals etc intersections
 Land acquisition for dedicated lanes
will cause Rehabilitation &
Resettlement issues
Dedicated public
 Use of existing pavement width for
3 Public Transport transport
dedicated bus lanes will cause
Planning network
removal of squatters and
encroachments from roadsides
causing loss of livelihood and loss of
192

shelter
 Construction / reconstruction /
improvement of bus lanes will be
causing construction issues as:
 Generation of noxious gases during
construction, increasing air
pollution
 Temporary increase in noise
pollution during construction
 Contamination of road runoff with
construction material stacked on
road side
 Traffic safety during construction
 Traffic diversions causing
lengthening of routes increasing air
emissions and exposing previously
unexposed neighborhoods to noise
 Reduction of additional lane width
for other traffic if existing road
width is used for demarcating the
dedicated bus lanes
 Reduction in private vehicles
causing reduction in air / noise
pollution
 Acquisition of land for the facilities
causes. Rehabilitation
&Resettlement issues as loss of
livelihood, loss of shelter, severance
of community & social ties
 Increase of noise and air pollution
in the areas of terminals and depots
 Improvement in approaches to the
terminals and depots causing
impacts on adjacent land-uses and
land acquisition
Terminals/Depots/  Additional land acquisition, if any
Transport Hubs for the approach road improvement
will lead to R&R issues along the
roads and cause impacts on
livelihood and shelter
 Construction stage impacts include
the increase in air and noise
pollution
 Contamination of road runoff with
stacked construction materials
 Improvement of traffic conditions
during operation stage causing
reduction in air and noise pollution
193

 Temporary interruption to traffic
and increase of emissions from
vehicles due to higher idling times
 Temporary increase of noise levels
due to idling and traffic snarls
 Alternate traffic diversion routes
increasing route length and
consequently emissions
 Alternate traffic diversion routes
exposing previously low traffic
routes to higher urban traffic and
Bus-Stops and increasing air / noise pollution
FOBs/Sub-ways  Removal of squatters and
encroachers from the footpaths
causing livelihood losses at
approaches to the sub-ways / FOBs
 Loss of shelter for temporary shops
/ residences for squatters and
encroachers at approaches to the
sub-ways / FOBs
 Contamination of runoff from road
with construction material as sand /
cement / silt from stacked
excavated earth
 May cause removal / displacement
of squatters & Encroachers.
 Air and noise pollution from
Others-Road Junction construction impacts
4
Infrastructure Improvements  Contamination of runoff from road
with construction material as sand /
cement / silt from stacked
excavated earth
 Reduction in urban congestion due
to banned movement of freight in
Banning and
the day hours
restrictions
 Improved speeds in CBD area due
to reduction in congestion
5 Freight Management  Acquisition of land in the
peripheries
Creation of new  Contamination of runoff from road
freight terminal with construction material as sand /
cement/ silt from stacked
excavated earth
Technology Transitions
194
An understanding of vehicles, fuels and CO emissions from electricity use in transportation

system is essential to learning the implications of travel demand on CO2 emissions and air
quality.
Vehicles and Fuels
The transport sector relies primarily on fossil fuels. The dependence on fossil fuels is
linked to the domination of internal combustion engine technology on a global scale. In
future, however, multiple transitions can affect vehicles and associated infrastructures. In
the case of Vijayawada, there would be:
1. A change in fuels due to greater use of CNG (predominantly in buses), and cleaner
petrol and diesel; more efficient engines.
2. More electricity for transportation such as metro rail and other rail based transit,
as well as electric vehicles.
CO2 emission
The emission level for the base year is about 64.1 grams/passenger km/day. For the
horizon year 2035 the emission level increases to 79.7 grams/passenger km/day. However
with suggested improvements of Metro, BRT, NMT infrastructure and bus augmentation
(CNG), the emission levels will reduce to 59 grams/ passenger km/ day.
195
10 IMPLEMENTATION PLAN
10.1 Project Costing
The projects identified in the earlier section are divided into three categories based on the
urgency and duration of the implementation. The long term projects have come as the
output of transportation model built specifically to understand the future demand and
system requirement. Some of these evolved projects have potential to enter into Public
Private Partnership (PPP); however detail case to case project reports are required for
validating feasibility. The total cost of the proposed projects is around 8936.86 Crores.
It is important to highlight that the CMP serves only to identify schemes and once these
schemes are detailed for feasibility and engineering purpose, some of these costs may
vary. The tentative block cost estimation is done in reference with the district scheduled
rates for year 2016.
The overall short term project cost is estimated to be 370.48 crores. All junction
improvement schemes, footpath implementation, cycle track network development,
removal of encroachment will fall into this category. While implementation of ROB,
developing main and sub docking station for cycle network, off-street parking / multi-
storey parking will fall under medium term projects. The approximate cost of medium
term projects is 398.43 crores. The long term projects will cost around 295.18 crores. The
detail costing is represented in Table 10-1.
The projects proposed are to be implemented in three phases.
Phase 1 - To be implemented between 2017 and 2021
Phase 2 – To be implemented between 2021 and 2031
Phase 3 - To be implemented between 2031 and 2035
196
Table 10-1: Phase Wise Costing of the Proposed Projects

Total Project Phasing
Rates Phasing Rs (in Crores)
Cost Quantities
Sl. Quant ( in
Projects Unit (in
No ity Crore 2017- 2021- 2031 2016- 2021- 2031-
Crores
s) 2021 2031 2035 2021 2031 2035
)
Traffic Engineering and Management
Traffic and Pedestrian Management measures - Road

1 Km 53.40 0.09 4.86 53.4 0.00 0.00 4.86 0.00 0.00
Markings/ Signage
2 Junction Improvements and Management Measures Nos 10.00 0.18 2.93 16.0 0.00 0.00 2.93 0.00 0.00
3 Construction of Footpaths Km 47.50 0.68 20.74 30.6 0.00 0.00 20.74 0.00 0.00
Elevated Walk way from Rly Stn - Bus Stand - Transport
4 Km 2.80 2.08 5.62 2.70 0.00 0.00 5.62 0.00 0.00
Hub
5 Provision of cycle track Km 26.00 1.06 27.56 26.0 0.00 0.00 27.56 0.00 0.00
6 FOB Nos 2.00 0.66 1.32 2.00 0.00 0.00 1.32 0.00 0.00
7 SUBWAY Nos 3.00 1.50 4.50 3.00 0.00 0.00 4.50 0.00 0.00
8 Road Widening Km 47.52 2.13 227.42 16 8.62 25.9 63.10 30.12 134.20
Total Project Cost phase wise ( In Crores ) 130.63 30.12 134.20
Total Project- Traffic Engineering and Management Cost ( In Crores ) 294.95
Public Transport and Network Improvement
9 Bus Augmentation Nos 236.0 0.42 221.3 90.0 263 174 37.80 110.46 73.08
10 MLCP Nos 2.00 5.00 10.00 0.00 2.00 0.00 0.00 10.00 0.00
ITS (Control room / Passenger Information System and
11 LS 1.00 18.00 18.00 1.00 0.00 0.00 18.00 0.00 0.00
Traffic Information System)
12 Rail Over Bridges (4 Nos.) Sqm 80000 27.60 110.41 2.00 2.00 0.00 55.20 55.20 0.00
13 Bus Terminal Cum Depot (Gollapudi & Nidamanuru) nos 2.00 40.00 80.00 0.00 1.00 1.00 0.00 40.00 40.00
14 Truck Terminal Nos 3.00 5.00 25.00 2.00 2.00 1.00 10.00 10.00 5.00
15 Water Transport ( 2 phases) km 9.00 4.50 40.50 3.50 5.50 0.00 0.00 15.75 24.75
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Sl. Quant Rates Total Project Phasing

Projects Unit Phasing Rs (in Crores)
No ity ( in Cost Quantities
Total Project Cost phase wise ( In Crores ) Crore (in 121.00 241.41 142.83
Total Public Transport and Network Improvement Cost ( In Crores ) s) Crores 505.25
Mass Transit )
16 BRT km 8.96 20 179.2 3.77 5.19 0 75.4 103.8 0
17 BRT buses procurement Nos 154.0 0.55 84.70 79.00 42.00 33.00 43.45 23.10 18.15
Total Mass Transit Phase wise Project Cost ( In Crores ) 118.85 126.90 18.15
Total Mass Transit Project Cost ( In Crores ) 263.9
Total CMP Projects Cost ( In Crores ) 1064.10
Committed Projects
18 Ibrahimpatnam Terminal Improvement Nos 1.00 9.42 9.42 1.00 0.00 0.00 9.42 0.00 0.00
19 Kanaka Durga Fly-over Nos 1.00 447.0 447.00 1.00 0.00 0.00 447.00 0.00 0.00
20 METRO km 26.00 260.4 6769.0 26.00 0.00 0.00 6769.00 0.00 0.00
21 NH-5 Bypass km 47.88 13.52 0.00 47.88 0.00 0.00 647.34 0.00
Total Committed Projects Cost ( In Crores ) 7872.76
Total Projects : CMP projects + Committed Projects ( In Crores ) 8936.86
Reference: SoR 2010-11 (The cost does not include land acquisition cost)
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10.2 Financing Options

As per the Recommendations of Working Group on Urban Transport for 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 of 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 of limited urban transport
facilities, do 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 fare box can be dedicated
levies, land monetization, recovery from non-user beneficiaries, debt and private
investments. The paradigm of financing has to clearly move towards non-users pay principle
and the polluters pay principle. There is a need for long-term sustainable dedicating
financing mechanism to address fast worsening scenario 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.
10.3 Public Private Partnership (PPP)

Public-Private Partnerships is 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. The aim is not to
use public money to obtain a return on capital investments. The private sector, on the other
hand, aims to ensure a return on investment for its shareholders and to be as profitable as
199
possible and yet these two contrasting goals can function perfectly well together in the
framework of a PPP. The decision to undertake a public-private partnership and the choice
of the most suitable form of partnership greatly depends on the context and the types of
project to be developed are given below:
 The project context may influence the type of PPP to be implemented. The
public partner must evaluate the total cost of the project, its importance in
terms of public need, the time frame, the number of actors involved and the
geographic area in question. Does providing this public service require a major
infrastructure? Will it require high levels of human and financial resources to
provide this service? Before a decision can be made, it is necessary to fully
understand the context of the proposed project.
 The cost of the project is of course a critical factor, which will weigh on the
choice. Many PPP concern projects for underground systems, LRT and BRT
requiring significant levels of financing which the local authorities would have
difficulty assuming alone.
 A well-structured institutional framework and the local authority’s experience
in developing transport projects are also decisive factors. Urban transport is an
industrial and commercial activity, which involves financial risk. Bringing in
experienced partners is one way of compensating for a lack of certain skills in
this field, though a good PPP should call upon other forms of expertise on the
part of the public authority. This can sometimes facilitate obtaining a loan, in
particular from international funding agencies.
 The tasks entrusted to the private sector (design, construction, development,
operation, maintenance) will influence the type of contract.
 The sharing of responsibilities and risks will determine the degree of
involvement of each partner and the type and clauses of the contract. There
are many types of contracts but it is primarily the sharing of financial risk,
which will determine the key characteristics. There are two categories of risk:
commercial risk, related to trends in revenue, and industrial risk, related to the
cost of construction and trends in operating and maintenance expenses. If
200
both types of risk are covered by the public partner, then it would be a
management contract in which the private partner is merely performing the
work. The private partner must meet the specifications but will not be
motivated to improve the service nor propose innovative techniques or
management;
 If the project is not self-financing, i.e. if, at the end of the contract, the total
revenues and gains do not balance out the total costs, the transit authority
may be required to provide compensation, depending on the clauses of the
contract.
10.4 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.
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 PPP framework. Viability Gap Funding can take various forms such as
capital grants, subordinated loans, O&M support grants and interest subsidies. It will be
provided in installments, preferably in the form of annuities. However, the Ministry of
Finance guidelines require that the total government support to such a project, including
Viability Gap Funding and the financial support of other Ministries and agencies of the
Government of India, must not exceed 20% of the total project cost as estimated in the
preliminary project appraisal, or the actual project cost, whichever is lower. Projects in the
following sectors implemented by the Private Sector are eligible for funding:
 Roads and bridges, railways, seaports, airports, inland waterways

 Power
 Urban transport, water supply, sewerage, solid waste management and other
physical infrastructure in urban areas
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 Infrastructure projects in Special Economic Zones

 International convention centers and other tourism infrastructure projects
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 realise their full potential and become effective engines of growth, it is necessary
that focused attention be given to the improvement of infrastructure in an organised
manner. According to AMRUT guidelines:
One-third of the project cost as grant from GoI for cities with a population of above 10
lakh.
Balance funding by State Governments / ULBs or through private investment.
The tender will include O & M for five years based on user charges. For the purpose of
calculation of the project cost, the O&M cost will be excluded; however, the States/ULBs
will fund the O&M through an appropriate cost recovery mechanism in order to make them
self-reliant and cost-effective.
Dedicated Urban Transport Fund at city level
For the projects, which are not admissible under AMRUT, or viability gap funding, the
alternative sources of funding that a city could avail by setting up a dedicated urban
transport fund at city level are given below:
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.
Pimpri-Chinchwad Municipal Corporation has already set up a dedicated urban transport

fund through land monetization and advertisement rights. Similarly, Karnataka has set up a
dedicated urban transport fund through MRTS cess on petrol and diesel sold in Bangalore,
which is being used to fund the metro rail projects. The various sources of funding that can
be used to set up the urban transport fund is given below:
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Anticipated Purchase of Land

This method involves public authorities buying land before announcing that an
infrastructure will be built or where the route will run. In this way, the purchase can be
made at market price without the infrastructure. The strategy then consists in:
 Directly selling the land to private developers including the estimated added
value in the sale price, such as was done in Aguas Claras on the periphery of
Brasilia, or in Copenhagen;
 Developing the area as part of an urban renewal project and then selling it at
market price, as was done in Copenhagen or in Japan, where rail companies
were the first to use this method to finance their operations
A city can also levy additional stamp duty (5%) on registration of property.
Betterment Tax
A betterment tax is not the same as a property tax, because the increase in value of
property is not due to the action of the owner (such as would be the case with renovations
and improvements) but from a community action, thus justifying the public authorities to
impose such a tax. However, it is not easy to implement, which no doubt explains why this
financing mechanism is still underused.
This tax must be levied on all areas that benefit from the new transport infrastructure. The
land is valued each year based on an optimal use of each site, without taking into account
the existing facilities. A tax based on the value of the land is then levied in order to generate
funds for the public sector. Thus, if the value of the land increases, the tax collected also
increases. This means that a vacant plot of land in the city centre which has been earmarked
for building a residential and commercial complex will pay the same tax as an identical site
which has already been developed in a similar manner. Unlike construction taxes, no tax
reduction is available to landowners who leave the site empty. Likewise, taxes are not
increased if the site is built upon. Landowners will therefore to seek to capitalize on the use
of their land.
Land Value Tax
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Once an area is well connected by public transport and is accessible to the commercial area
and also the livability of the area increases it is possible that the price of the land will
increase. Such increase in price can be source revenue for the municipality. Similar to
parking, the obtained revenue needs to be utilized for improvement of the area and other
areas in the vicinity. A substantial amount of revenue could be generated through cess on
turnover, particularly in cities, based on industry, trade and commerce activities. Such cess
has already been levied for Bangalore MRTS project. Bangalore has also levied luxury tax
and professional tax towards the metro fund.
Advertising
This is another important source of revenue for the city. When properly utilised this source
can be of immense value in supporting sustainable urban transport measures in a city. The
revenues from advertising in the city can be used to improve the existing transport system
and/or create new schemes in sustainable transport.
Paris, France has used the advertising money in developing a public bike scheme, which is
now a well renowned model. Similarly, Transport for London (TfL) has made a deal with the
advertising specialist, Clear Channel, for the regular maintenance and design of the street
furniture in return for the advertising space on bus shelters.
One important aspect that needs to be considered is that the advertising money needs to be
utilized for improving the transport system rather than spending it on building more roads.
In the similar way, the advertising should not be overdone to avoid visual pollution. Further,
ideally advertising revenue should not be a reason for building of pedestrian overpasses as
the greater good for the society from these overpasses is minimal.
10.5 Sources of Finance

Based on the above possible sources of funding and based on broad guidelines as per the
Working Group Report for 12th 5 year Plan, the sources of financing for all the projects are
presented in Table 10-2 and Figure 10-1.
Table 10-2: Sharing of Funding

Private Sector /
GoI State Govt ULB Total
Loan
287.307 212.8 74.487 489.486 1064.1
204
Private Sector /
GoI State Govt ULB Total
Loan
27% 20% 7.00% 46%
Figure 10-1: Sharing of Funding for Short Term, Medium Term and Long Term Projects
205
11 INSTITUTIONAL FRAMEWORK
11.1 Background
City transport system generally involves several organizations that look after various forms
and aspects of the transport system and network and have overlapping functions and areas
of work. Therefore to delineate areas and to remove ambiguity of functions the institutional
framework has been proposed.
With the formation of a State level UMTA, part of the problem has been sorted. However,
this would have a macroscopic view of resolving policy issues for all urban centres within the
state. There still remains a need to set up a localized organization that results in coordinated
strategic level planning at the city level and deal with more day to day issues of urban
transport.
Following is the list of departments and Organizations involved in urban affairs and urban
transport in Vijayawada.
 Andhra Pradesh Capital Region Development Authority

 Housing and Urban Planning Department
 State Urban Development Department
 Public Works Department
 National Highway Authority of India (NHAI)
 Superintendent of Police, (Traffic) Vijayawada
 District Urban Development Agency (DUDA)
 Andhra Pradesh State Road Transport Corporation (APSRTC)
 Railways
 Regional Transport Office (RTO)
 State Level Unified Metropolitan Transport Authority
 City Level Unified Metropolitan Transport Authority
In view of bringing the institutional setup in a proper structure, it is important to understand

the issues with the present Institutional set up, listed below.
 No clear segregation between the planning and implementing bodies
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 Lack of coordination amongst all the departments in the urban transport

sector
 All departments related to urban transport do not function in coherence.
Road projects are implemented in isolation with other projects which should otherwise be
an integral part of road development like footpath, cycle tracks, pedestrian facilities etc. No
control over mushrooming IPT modes in the city, which lead to issues of congestion along
with contesting with the buses for passengers. Operation issues in public transport due to
poor route and service planning. No dedicated organization that is in charge of long term
urban transport planning for the city.
With a view to coordinate all urban transport activities in the city, it is recommended that a
UMTA be set up at the city level that acts as a planning and decision making body for all
matters related to urban transport in the city.
It is recommended that the city level UMTA be set up on an executive order for the ease of
formation however, it must be given a legal backing so that it’s functioning falls under an act
and commands greater authority.
207
Figure 12:1: Recommended Structure for UMTA setup
11.2 Broad Functions of UMTA

The following functions are proposed to fall under the purview of the city level UMTA
Undertake overall planning for public transport in the city, covering all modes - road, rail,
and water and air transport systems
 Allocate routes amongst different operators

 Procure public bus services for different routes through contracting,
concessions, etc. Ensure compliance of terms and conditions of license
 Recommend revocation of license for non-compliance of terms and conditions
of the license
 Carry out surveys and manage a database for scientific planning of public
transport requirements
208
 Co-ordinate fare integration among different operators of public transport and

determine the basis for sharing of revenues earned from common tickets or
passes.
 Operate a scheme of passes for the users of public transport and channelize
subsidies to operators for any concessions that are offered in accordance with
government policy.
 Regulate the Arrangement amongst Operators For the Sharing of Their
Revenue Derived from The Use of Passes promote efficiency in public transport
operation
Protect the interest of the consumers
 Settle disputes between different operators and between operators and

infrastructure providers
 Levy fees and other charges at such rates and in respect of such services as
may be determined by regulations;
11.2.1 Legal backing of UMTA

In order to give UMTA objectives, functions and operations a legal status, a draft Act has to
be prepared by UMTA to be taken up for approval by the State Cabinet after finalization.
The draft Act shall cover the following:
 Objectives and functions of UMTA

 Operational area of UMTA
 Powers and delegation of powers of UMTA
 Authority to have power to acquire land by agreement
 Power of Government to transfer to the Authority lands belonging to it or to
other ULBs, etc.
 Power of Authority to borrow
 Laying of annual estimate of income and expenditure
 Authority to approve or amend such estimate
 Estimates to be submitted to Government for sanction
 Supplementary estimates may be prepared and submitted when necessary
209
 Provisions regarding expenditure

 Accounts and audit
 Schedule of officers and employees to be submitted for sanction of
Government
 Appointments, etc., by whom to be made
 Powers of entry
 Directions by the Authority
 Members and officers to be public servants
 Power to make rules
 Power to make regulations
11.3 Manpower Requirement and Staffing Plan

UMTA shall have to avail the services of an expert team of traffic and transportation
planners, engineers, urban planners and other technical advisers. In order to strengthen its
human resource, UMTA shall have to form a schedule of officers and employees whom it
shall deem it necessary and proper to maintain for the purposes of UMTA Act. In addition to
this, various powers related to appointment, promotion, suspension, etc. shall also have to
be worked out as per the Government’s schedule.
11.4 Urban Transport Fund

Public transport sector in Vijayawada is running in losses leaving little or no scope for
enhanced services to the users. On the physical infrastructure side, vehicle sales generate
large revenues, through taxation. Most of the proceeds, however, are treated as general
taxes and do not trickle down to the urban area level as a ready pool of resources for urban
transport projects.
It is thus suggested that a separate collection of funds be generated locally and so that the
same may be spent locally on development and maintenance of urban transport
infrastructure. This fund can be managed by a professional fund manager (appointed by the
city level Unified Metropolitan Transport Authority) so that the balances in this fund can
earn appropriate returns, in accordance with prevailing market potential.
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Any local investment proposal that would require funding/part funding from the Local Govt.
/ State Govt. could be posed to the UTF for financial support. Approval could be given by the
UMTA, after due appraisal by the Local administrator/Secretariat.
11.5 Sources of Funding

 Taxes - property tax, sales tax on fuel, advertisement tax
 Portion of parking fees
 Collections from congestion tax
 Additional fee on PUC certificate
 Collections from traffic violation fines
 Additional registration fee on vehicles – this could be graded depending on the
size of the vehicle
 Proceeds from a “Land Value Tax” or “Betterment Levy”
 Any other fee/tax that may be decided to be used exclusively for investments
in improving urban transport infrastructure and services
11.6 Implementing Agencies

Based on roles and responsibilities of various institutions, the agencies responsible for
implementing the proposed projects in the CMP are given in Table 12-1.
Table 12-1: Details of Implementing Agencies

Implementation Operation
Sl.
Projects Agencies Responsible Operation/Maintai
No. Construction
n
Construction of
1 VMC / PWD PWD / VMC VMC / PWD
foot paths
Grade Separated
VMC / PWD/
2 pedestrian VMC / PWD PWD / VMC
Private
facilities/FOB
VMC / PWD /
3 Road Marking VMC PWD / VMC
NHAI
Restoration of GoI / State Govt. /
4 VMC VMC / PWD
ways VMC
211
Implementation Operation
Sl.
Projects Agencies Responsible Operation/Maintai
No. Construction
n
PWD / VMC / State

Intersection
5 Govt. / NHAI State Govt. / VMC PWD / NHAIs
Improvement
Traffic
6 Management VMC / Traffic Police State Govt. / VMC PWD
schemes
City bus
7 service(Bus APSRTC State Govt. APSRTC
augmentation)
State
8 Bus Stops VMC Private
Govt./Private
9 ITS on Buses APSRTC
State Govt. APSRTC / VMC
10 ITS on Bus Stops APSRTC
VMC/Traffic Police
Off street
11 /respective and Private Private
parking facilities
owner/PWD
Public Education Directorate of Urban Public Education
GoI / State Govt. /
12 and Awareness development and awareness
VMC
program /VMC/traffic police program
Bike Sharing VMC/Directorate of State Govt. /
13 Private
Scheme urban development Private
Development of State Govt. / VMC / State Govt. /
14 Private
fright terminal Traffic Police Private
Network PWD/ NHAI / PWD / NHAI /
15 PWD/NHAI/VMC
Improvement Private Private
Rapid Transit Directorate of Urban GoI / State Govt. /
17 VMC / Private
System Development / SPV SPV / Private
19 Street Lights VMC State Govt. / VMC VMC/Private
Area
20 Pedestrianisation VMC / Traffic Police VMC VMC / Private
8
New Bus State Govt. /
21 APSRTC / State Govt. APSRTC
Terminals /TTMC APSRTC
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ANNEXURE -I
Survey methodology and Locations
ANNEXURE -II
Hourly variation of traffic volume counts and Peak hour vehicle composition
ANNEXURE -III
Intersection arm wise distribution of peak hour traffic
ANNEXURE -IV
Typical Geometric Improvements for Junctions
ANNEXURE – V
Maps of Strategic Proposals
ANNEXURE – VI
Compliance Note on Stakeholder’s Consultation
213
Annexure-I
Survey Methodology
Traffic Survey has been carried out during the five normal working days on a typical
weekday i.e. Monday through Friday. Surveys on days of public holiday were not
considered. Further, survey on a rainy day was also avoided. At the cordon interview
stations a sample of 25-30% is achieved.
Survey Team & Training
Each survey team consisting of nearly 15-20 numbers of enumerators for RSI survey and 4 -
6 numbers of enumerators for traffic volume count was selected depending on the volume
and location. Enumerators were trained on methods of filling the survey formats, methods
of interviewing the road user. Enumerators were given the description of the project and
the Study area; survey stations/traffic characteristics etc. The selection of enumerators was
made in week advance of the commencement of the traffic surveys, As RSI survey involves
the stopping of vehicles and interviewing them, police help is indispensable. The assistance
of two traffic police constables at each RSI survey stations was sought during entire period
of survey (in two shifts of 12 hours) at each station. In total, four traffic police personnel
were used for each location for 24 Hours. These personnel were allocated mostly from the
local police station in the vicinity of the survey location.
Survey Training Process

Classified Volume Counts
An imaginary line circumscribing the boundary of the study area is termed as the
cordon line. Similarly, imaginary lines along the physical and natural barriers, having
limited road crossing points within the study area, are termed as screen lines. The
screen lines were delineated in order to check the accuracy of the data collected and
for validation of demand forecasting models for north -south and east-west travel.
214
The cordon points were selected on all the major entries/exits of the Cities (say
external points) that will catch all the traffic entering/leaving the city. Classified Traffic
Volume Survey for 24 hours has been carried out at all these entry/exit locations. The
outer cordon point locations are presented in the table and pictures taken while
surveys are in progress are shown below.
List of Outer Cordon Locations

S. No. Survey Location Location ID Schedule Day
1 Lanco Town Ship OC-1 10/07/2015 Friday
2 Prakasam Bridge OC-2 10/07/2015 Friday
3 Varadhi Bridge OC-3 13/07/2015 Monday
4 Penamalur Village OC-4 13/07/2015 Monday
5 Gannavaram Village OC-5 14/07/2015 Tuesday
6 Nunna Road OC-6 14/07/2015 Tuesday
Outer Cordon TVC Surveys in Progress
In addition to the 17 outer cordon locations, traffic count was carried out on Screen
Line Points (SLPs)/Inner Cordons (ICs) on major corridors and Rail Crossings to
understand the traffic movement among different sub-regions of the study area,
within major sub-region etc.
List of Screen Point Locations

1 Kamsali Peta Crossing SC-1 14/07/2015 Tuesday
2 Budameru Bridge SC-2 15/07/2015 Wednesday
3 Near kaleswar rao market SC-3 15/07/2015 Wednesday
4 Labbipet Junction SC-4 15/07/2015 Wednesday
215
Screen Point TVC Surveys in Progress

Turning Movement Survey
Turning movement count has been conducted for 24 hours at all major intersections
identified. At each identified locations, all turning movements have been covered and
the data has been collected by vehicle category. The format and classification used is
same as that used for classified volume count survey.
List of Major Intersections

1 Gollapudi Junction IC-1 01/07/2015 Wednesday
2 Sitara Junction IC-2 01/07/2015 Wednesday
3 IC-3 02/07/2015 Thursday
Junction
4 Kummaripalem Junction IC-4 02/07/2015 Thursday
5 Fire Station Junction IC-5 03/07/2015 Friday
Andhra Prabha Colony
6 IC-6 03/07/2015 Friday
Junction
7 Padavala revu IC-7 06/07/2015 Monday
8 Gunadala Bridge Junction IC-8 06/07/2015 Monday
9 Ramvarappadu Junction IC-9 07/07/2015 Tuesday
10 Mahanadu Junction IC-10 07/07/2015 Tuesday
11 Ramesh Hospital Junction IC-11 08/07/2015 Wednesday
12 Nirmala Convent Junction IC-12 08/07/2015 Wednesday
13 Benz Circle IC-13 09/07/2015 Thursday
NTR Statue Junction,
14 IC-14 09/07/2015 Thursday
Patamata
15 Auto Nagar Junction IC-15 10/07/2015 Friday
216
TMC Surveys in Progress Photos

The Vehicle classification has been developed based on the guidelines by IRC, project
requirements and approved by the client. The counting has been done manually
through trained enumerators and the data has been collected in 15 minute intervals.
For outer cordon surveys, mid-block counts and screen line counts the formats used
are presented in the earlier submitted Inception Report.
Passenger Car Equivalency Units (PCU)
Many Vehicle types different in size and performance can be observed on Indian roads
occupying the same space. In addition to the motorized vehicles presence of non-
motorized vehicles such as animal/hand drawn, cycle etc., is a common sight. In order
to express the intensity of traffic, it would be convenient to express all these different
vehicle types in single unit terms. For this purpose, IRC has recommended a set of
Passenger Car Units for various vehicle types considering their characteristics both
physical and mechanical. These factors are considered as per IRC 106:1990 for Urban
Areas. The factors were considered based on the percentage composition of the
vehicle type in the traffic stream.
PCU Factors
PCU factor
Vehicle type
5% 5 % above
Two Wheeler 0.5 0.75
Auto 1.2 2
7 Seater Auto//Maxi Cabs 1.2 2
Taxi Motorised Vehicles 1 1
Car/ Jeep/ Van/ Tempo 1 1
Mini Bus 1.4 2
APSRTC Bus 2.2 3.7
217
PCU factor
Vehicle type
5% 5 % above
Private Bus 2.2 3.7
LCV 1.4 2
2-Axle 2.2 3.7
3- Axle 3 5
MAV 4.5 7.6
Agricul. Tractor & Trailer 4 5
Agricul. Tractor 4 5
Cycle 0.4 0.5
Cycle Rickshaw 1.5 2
Non-Motorised Vehicles
Animal Drawn 1.5 2
Others 2 3
Source: IRC 106:1990 for Urban Areas
The main objective of the classified traffic volume count was to assess the traffic
characteristics in terms of average daily traffic, hourly variation of traffic, peak hour
traffic, traffic composition, modal share and directional distribution. The surveys were
conducted manually on a normal working day for 24 hrs at 17 outer cordon (OC)
locations, 24 hrs count survey at Ten Inner Cordon (IC) locations and 24 hrs at 14
intersections. The analysis of the same is presented in further sections.
Parking Surveys
Parking survey has been conducted for 12 hours containing the peak and off peak
periods. The main objective was to appreciate the parking demand and supply
characteristics, identify issues and constraints & suggest appropriate policies for
meeting the horizon year parking demand. The survey was conducted in order to
assess the level of usage of on-street and off-street parking facilities at pre-selected
locations like Central Business District (CBD), and other commercial locations.
List of Locations/Stretches for Parking Survey

S. No Location Schedule Day
Off-Street Parking
1 Bus Stand Entrance 2/7/2015 Thursday
Bus Stand - Two Wheeler
2 2/7/2015 Thursday
Stand
3 Bus Stand - 2nd Parking 2/7/2015 Thursday
Railway Station - Eluru
4 2/7/2015 Thursday
Road Side
218
S. No Location Schedule Day

Railway Station - East Side
5 2/7/2015 Thursday
–1
Railway Station - East Side
6 2/7/2015 Thursday
–2
7 Railway Station - West Side 2/7/2015 Thursday
Railway Station -
8 2/7/2015 Thursday
K.R.Market
On-Street Parking
1 K R Market Road 3/7/2015 Friday
2 Eluru Road 3/7/2015 Friday
3 Canal Road 3/7/2015 Friday
Parking Surveys - On Street and Off-Street Parking

Origin-Destination Surveys
The main objective of Origin Destination (O–D) survey was to obtain information on
travel pattern of passenger and goods vehicles at the cordon line along with the trip
desire in terms of destined to/originated from and through trips to the study area. The
origin and destination of the trip, trip length, frequency, occupancy, commodity
carried are collected during the survey. The vehicles are stopped on sample basis with
the help of the police and the above information is collected through road side
219
interview technique. The Origin-Destination survey is conducted for a period of 24

hours (1day).
List of Origin Destination (Outer Cordon) Locations

1 Lanco Town Ship OD-1 10/07/2015 Friday
2 Prakasam Bridge OD-2 10/07/2015 Friday
3 Varadhi Bridge OD-3 13/07/2015 Monday
4 Penamalur Village OD-4 13/07/2015 Monday
5 Gannavaram Village OD-5 14/07/2015 Tuesday
6 Nunna Road OD-6 14/07/2015 Tuesday
Origin - Destination Surveys

The Origin-Destination survey is conducted for a period of 16 hours for Screen Points/
Inner Cordon.
List of Origin Destination (Screen Points/Inner Cordon) Locations

1 Kamsali Peta Crossing OD-18 14/7/2015 Tuesday
2 Budameru Bridge OD-19 15/7/2015 Wednesday
3 Near kaleswar rao market OD-20 15/7/2015 Wednesday
4 Labbipet Junction OD-21 15/7/2015 Wednesday
220
Origin – Destination (Screen Points/Inner Cordon) Surveys in Progress

Speed-Delay Surveys
The objective of this survey is to assess the speed and delay characteristics along the
existing road network and to identify bottleneck locations and their probable causes,
to identify significant road conditions influencing the observed travel times. Speed &
Delay survey along the identified road network was carried out by 'Moving Car
Observer Method' by traversing along the road sections, in the peak and off peak
hours. Information regarding number of vehicles overtaking the test car, overtaken by
test car, number of vehicles in opposite direction to the test car, journey and running
time along with cause and quantum of delay were recorded. Following outputs are
derived from the surveys:
 Journey speeds along the corridors

 Running speeds along links between intersections
Nature and extent of delay at intersections and mid blocks
The speed data is being used to develop zone-to-zone travel time matrices for use in
trip distribution and traffic assignment stages of demand modelling. The Speed and
Delay surveys are carried out on all major and important corridors of the study area.
The journey speeds, travel time and delays on major roads are observed during both
peak and off peak periods. For the purpose of the survey the morning peak was
considered between 8:00 AM and 10:00 AM, evening peak between 5:00 PM and 8:00
PM and off-peak between 2:00 PM and 4:00 PM.
221
Public Transport Passenger Surveys
Presently bus transport is the only public transport available for the study area. The
number of routes presently operating and the number of services in operation are
collected from the AP State Road Transport Corporation (APSRTC). The fare details
were also collected. Based on the details available, on board passenger survey is
conducted on sample basis. This data will capture the portrait of the public transport
riders at the system wide level, by service type, by time of day / time of week and the
route level. The data collected includes trip characteristics, fare, and frequency of use.
On sample basis the bus transport passenger survey was carried out to get the overall
picture of the public transport passengers.
Commuter Surveys
Commuter survey was carried out to assess the inter-city and intra-city trips made
using public transits. The survey was carried out at terminals within the city that carry
majority of the trips. These locations include 1 railway stations and 1 bus stand
terminals. The survey was conducted for 24 hours. The details collected include the
count of passengers entering and exit the terminal and also the personal trip details.
The counts of passengers were collected by counting at the entry/exit gates and
personal trip details were collected by interviewing the passengers on sample basis.
Commuter Survey Progress Photos

Household Travel Surveys
222
The Objective of the Household Interview Survey (HIS) is to assess the household
characteristics, Socio-economic and trip characteristics of residents in study area. The
Survey was carried out on a sample basis that accounts to representing 2 % of
households within the study area. The sample households were selected based on
stratified random sampling technique out of the ward wise Electoral Lists. The number
of households within each zone was based on the respective number of households in
each zone. The main steps involved in conduction of the Surveys were:
 Design of Questionnaire
 Selection and Training of Enumerators
 Conduction of Pilot Surveys and Main Surveys
 Data Coding, Punching, Checking and Data Analysis.
The questionnaire presented in inception report is used for data collection. The
questionnaire was divided into three main modules, viz. household information,
personal level information and trip information. The questionnaire was designed to
incorporate cross-checks on some of the most important responses for which it may
be difficult to obtain reliable information like household/ personal income etc., Details
were collected for trips performed by the respondent and the family members on the
previous working day. The trip details were broken down into individual stages to
study the characteristics of linked trips. As mentioned earlier, the enumerators were
trained for the collection of the Household data. The household samples were
collected in all the wards of the Municipal Corporations and Municipalities and also
from the adjacent villages covering the Metropolitan Area.
223
Household Survey Progress

Vehicle Operator’s Survey
A sample survey of operators of taxis, auto rickshaws, and goods vehicles along with
slow moving goods vehicles were conducted inside the city area with Vehicle Owners’
associations. Information on vehicle and operating characteristics was collected. The
main objective is to elicit information on the issues connected to operators in a city –
their facilities and requirements.
Vehicle Operator Survey Progress

Terminal Survey
Terminal Surveys were conducted for 24hrs at railway and bus stations to estimate the
Public and private trips of all modes which originate/terminate outside the city.
List of Terminals
S. No. Survey Location Schedule Day
1 Vijayawada Bus Depot 15/06/2015 Monday
2 Vijayawada Railway Station 15/06/2015 Monday
Pedestrian Survey
224
Pedestrian survey is carried out at locations where the pedestrian movement is more.
Pedestrian counts are carried out at both the peak and off peak hours. This will be
useful in developing pedestrian proposals.
List of Pedestrian Survey Locations

S. Location
Survey Location Schedule Day
No. ID
1 Gollapudi Junction PC-1 27/06/2015 Saturday
2 Sitara Junction PC-2 29/06/2015 Monday
3 Tammina Potharaju Building Junction PC-3 05/07/2015 Sunday
4 Kummaripalem Junction PC-4 01/07/2015 Wednesday
5 Fire Station Junction PC-5 26/06/2015 Friday
6 Andhra Prabha Colony Junction PC-6 29/06/2015 Monday
7 Padavala revu PC-7 02/07/2015 Thursday
8 Gunadala Bridge Junction PC-8 25/06/2015 Thursday
9 Ramvarappadu Junction PC-9 25/06/2015 Thursday
10 Mahanadu Junction PC-10 25/06/2015 Thursday
11 Ramesh Hospital Junction PC-11 25/06/2015 Thursday
12 Nirmala Convent Junction PC-12 27/06/2015 Saturday
13 Benz Circle PC-13 30/06/2015 Tuesday
14 NTR Statue Junction, Patamata PC-14 28/06/2015 Sunday
Pedestrian Survey in Progress

Road Inventory
Road Inventory survey is carried out for all major and important corridors of the study
area. The details of the carriageway width, divided/undivided carriageway, footpath
availability etc., are collected.
225
Survey Locations in Vijayawada
226
Annexure-II
Traffic Volume Counts (TVC):
Outer Cordon - Hourly Variation
227
228
Screen Points/Inner Cordon – Hourly Variation:
229
230
Peak Hour Vehicle Composition (Outer Cordon):
1. At Lanco Township Road
2. At Prakasam Bridge
231
3. At Varadhi Bridge
4. At Penamaluru
232
5. At Gannavaram
6. At Nunna Road:
233
Peak Hour Vehicle Composition (Screen Point/ Inner Cordon):
1. At Kamsalipet Road
2. At Budameru Bridge
234
3. At Kaleswarao Market Road
4. At Labbipet
235
Annexure – IV
236
Gollapudi Junction (IC-1):
From Saipuram From Hyderabad

Towards Gollapudi Vijyawada Hyderabad Towards Vijayawada Saipuram Gollapet
Animal/Hand Drawn 0 0 0 Animal/Hand Drawn 0 0 0

Cycle 11 15 4 Cycle 13 7 2
Cycle Rickshaw 0 3 0 Vijayawada Cycle Rickshaw 3 2 0
2W 102 86 17 2W 94 42 86
Car/Jeep/Van 8 18 7 Car/Jeep/Van 46 7 41
Auto (3 Passenger) 4 3 3 Auto (3 Passenger) 71 13 10
Tempo 0 0 0 Tempo 6 0 0
Mini Bus 0 0 0 Mini Bus 17 0 0
College Bus 0 2 0 College Bus 7 0 0
APSRTC Bus 0 0 0 APSRTC Bus 54 0 0
Private Bus 0 0 0 Private Bus 0 0 0
Mini Truck/ Goods Auto)0 2 3 1 Mini Truck/ Goods Auto)0 9 0 6

LCV 1 3 2 LCV 8 7 3
2 Axle truck 0 0 1 2 Axle truck 72 1 4
Multi axle truck 0 0 0 Multi axle truck 15 0 0
Agri tractor 0 0 0 Agri tractor 0 0 0
Agri tractor trailer 0 0 1 Agri tractor trailer 4 10 4
Total 129 133 37 Total 469 97 156
Saipuram FOR PEAK HOUR Gollapudi
From Vijayawada From Gollapudi

Towards Hyderabad Gollapudi Saipuram Towards Saipuram Hyderabad Vijyawada

Cycle 0 9 9 Cycle 5 0 5
Cycle Rickshaw 0 4 4 Cycle Rickshaw 1 0 1
2W 265 135 135 2W 171 18 23
Mini Truck/ Goods Auto)0 36 9 9 Mini Truck/ Goods Auto)0 0 1 1

LCV 60 3 3 LCV 3 2 2
2 Axle truck 215 3 3 Hyderabad 2 Axle truck 0 3 0
Total 1429 369 369 Total 222 42 43
237
Sitara Junction (IC-2):
From Kabel Road From HB Colony

Towards Kummari Palem HB Colony Chittinagar Towards Chittinagar Kummari Palem Kabel Road

Cycle Rickshaw 0 0 0 Chittinagar Cycle Rickshaw 0 1 0
2W 149 38 238 2W 343 205 114
Mini Truck/ Goods
Mini Truck/ Goods Auto) 0 3 9 13 8 10
Auto)
LCV 0 4 14 LCV 11 10 4
Total 251 81 444 Total 784 410 215
Kabel Road FOR PEAK HOUR Kummari Palem
From Chittinagar From Kummari Palem

Towards Kabel Road Kummari Palem HB Colony Towards Chittinagar HB Colony Kabel Road

Cycle 9 17 8 Cycle 14 11 7
2W 259 261 275 2W 127 240 160
Private Bus 0 0 0 HB Colony Private Bus 0 0 0
Mini Truck/ Goods
Mini Truck/ Goods Auto) 9 12 7 2 11 2
Auto)
LCV 9 11 10 LCV 2 16 2
Total 652 584 468 Total 286 624 261
238
Tammina Pothuraju Building Junction (IC-3):
From Nehru Chowk From Chilak Mojes Road

Towards Milk Project Chilak Mojes Road Sitara Centre Towards Nehru Chowk Milk Project Sitara Centre
Cycle 22 5 13 Cycle 87 20 8
2W 390 122 324 Sitara Centre 2W 181 111 343
Mini Truck/ Goods Mini Truck/ Goods
Auto)
17 0 4
Auto)
3 4 14
LCV 15 3 7 LCV 5 9 13
764 221 693 447 197 457
Nehru Chowk FOR PEAK HOUR Milk Project
From Sitara Centre From Milk Project

Towards Chilak Mojes Road Milk Project Nehru Chowk Towards Sitara Centre Chilak Mojes Road Nehru Chowk
2W 355 160 230 2W 40 121 211
Private Bus 0 0 0 Chilak Mojes Road Private Bus 0 0 0
19 6 20 2 25 21
Auto) Auto)
LCV 21 9 18 LCV 2 17 11
834 254 535 56 300 442
239
Kummaripalem Junction (IC-4):
From Kanaka Durga Temple Road From Hyderabad

Kanaka Durga
Towards Sitara Hyderabad Towards Sitara
Temple Road
Animal/Hand Drawn 0 0 Animal/Hand Drawn 0 5
Cycle 16 0 Cycle 5 31
Cycle Rickshaw 0 0 Sitara Cycle Rickshaw 0 5
2W 222 156 2W 308 163
Car/Jeep/Van 60 135 Car/Jeep/Van 255 114
Auto (3 Passenger) 24 9 Auto (3 Passenger) 223 14
Tempo 0 0 Tempo 0 4
Mini Bus 0 0 Mini Bus 0 0
College Bus 0 0 College Bus 0 0
APSRTC Bus 0 9 APSRTC Bus 0 6
Private Bus 0 0 Private Bus 0 0
Mini Truck/ Goods Auto) 2 5 Mini Truck/ Goods Auto) 26 3
LCV 57 18 LCV 15 3
2 Axle truck 0 77 2 Axle truck 28 76
Multi axle truck 0 43 Multi axle truck 9 1
Agri tractor 0 0 Agri tractor 1 4
Agri tractor trailer 0 0 Agri tractor trailer 3 1
Total 397 501 Total 884 451
Kanaka Durga Temple Road FOR PEAK HOUR Hyderabad
From Sitara
Kanaka Durga
Towards Hyderabad
Temple Road
Animal/Hand Drawn 0 0
Cycle 36 0
Cycle Rickshaw 0 0
2W 128 138
Car/Jeep/Van 14 13
Auto (3 Passenger) 26 17
Tempo 30 11
Mini Bus 0 0
College Bus 8 0
APSRTC Bus 3 7
Private Bus 0 0
Mini Truck/ Goods Auto) 12 7
LCV 13 6
2 Axle truck 2 2
3 Axle truck 0 0
Multi axle truck 0 0
Agri tractor 0 0
Agri tractor trailer 3 3
Total 281 204
240
Fire station Junction (IC-5):
From Beasant Road From Varadhi

Towards Varadhi Bus Stand Towards Bus Stand Beasant Road

Cycle 3 3 Bus Stand Cycle 13 56
Cycle Rickshaw 9 5 Cycle Rickshaw 9 1
2W 160 61 2W 205 270
Tempo 0 0 Tempo 12 0
Mini Truck/ Goods
1 1 Mini Truck/ Goods Auto) 14 5
Auto)
LCV 2 4 LCV 9 6
Total 407 106 Total 879 585
Beasant Road FOR PEAK HOUR Varadhi
From Bus Stand

Towards Beasant Road Varadhi
Cycle 16 9
Cycle Rickshaw 6 7
2W 197 209
Car/Jeep/Van 82 153
Tempo 0 2
Mini Bus 0 6
College Bus 0 0
APSRTC Bus 2 112
Private Bus 0 33
Mini Truck/ Goods
3 15
Auto)
LCV 0 13
2 Axle truck 0 110
3 Axle truck 0 36
Agri tractor 0 0
Total 470 955
Andhra Prabha Colony Junction (IC-6):

241
From Ambapuram Road From Vijayawada

Towards Ambedkar Road Vijayawada Towards Ambedkar Road Ambapuram Road

Cycle 0 0 Cycle 2 5
2W 190 52 Ambedkar Road 2W 20 90
LCV 8 30 LCV 1 27
Total 462 346 Total 35 178
Ambapuram Road FOR PEAK HOUR Vijayawada
From Ambedkar Road

Towards Ambapuram Road Vijayawada
Cycle 11 10
Cycle Rickshaw 0 0
2W 47 56
Car/Jeep/Van 42 11
Tempo 0 0
Mini Bus 0 0
College Bus 0 0
APSRTC Bus 0 0
Private Bus 0 0
LCV 16 1
2 Axle truck 15 1
3 Axle truck 7 0
Agri tractor 0 0
Total 219 94
242
Padavala revu (IC-7):
From Ramalingeshwara Nagar From Varadhi

Towards NTR Circle Varadhi Towards Ramalingeshwara Nagar NTR Circle

2W 239 212 Varadhi 2W 200 109
Tempo 8 5 Tempo 8 0
LCV 20 17 LCV 18 1
Total 615 586 Total 508 160
Ramalingeshwara Nagar FOR PEAK HOUR NTR Circle
From NTR Circle

Towards Varadhi Ramalingeshwara Nagar
Cycle 8 13
Cycle Rickshaw 0 0
2W 202 250
Car/Jeep/Van 90 116
Tempo 0 9
Mini Bus 0 0
College Bus 0 0
APSRTC Bus 0 15
Private Bus 0 0
LCV 9 20
2 Axle truck 10 1
3 Axle truck 1 0
Agri tractor 4 2
Total 366 692
243
Gunadala Bridge Junction (IC-8):
From Bus Stand From Ramamvarampadu

Towards BRTS Road Ramamvarampadu Towards Bus Stand BRTS Road

Cycle Rickshaw 3 4 BRTS Road Cycle Rickshaw 4 0
2W 256 23 2W 221 213
LCV 8 1 LCV 31 13
Total 769 54 Total 528 604
Bus Stand FOR PEAK HOUR Ramamvarampadu
From BRTS Road

Towards Ramamvarampadu Bus Stand
Cycle 16 5
Cycle Rickshaw 4 2
2W 205 19
Car/Jeep/Van 93 5
Tempo 11 3
Mini Bus 0 0
College Bus 0 0
APSRTC Bus 0 0
Private Bus 0 0
LCV 7 3
2 Axle truck 3 0
3 Axle truck 1 0
Agri tractor 0 0
Total 545 64
244
Ramvarappadu Junction (IC-9):
From Hyderabad From Eluru Road

Towards Eluru Road Machavaram Towards Hyderabad Machavaram

Cycle Rickshaw 3 0 Machavaram Cycle Rickshaw 0 2
2W 286 78 2W 98 226
Tempo 5 0 Tempo 0 3
LCV 13 5 LCV 10 4
Total 857 154 Total 457 587
Hyderabad FOR PEAK HOUR Eluru Road
From Machavaram
Towards Hyderabad Eluru Road
Cycle 0 0
Cycle Rickshaw 0 0
2W 202 92
Car/Jeep/Van 95 34
Tempo 0 0
Mini Bus 0 0
College Bus 0 0
APSRTC Bus 13 7
Private Bus 0 0

LCV 11 1
2 Axle truck 6 0
3 Axle truck 4 0
Agri tractor 0 0
Total 537 169
245
Mahanadu Junction (IC-10):
From Auto Nagar From Vijayawada

Towards Gunadala Vijayawada Hyderabad Towards Hyderabad Gunadala Auto Nagar

Cycle 11 12 7 Cycle 6 7 10
2W 220 246 227 Hyderabad 2W 250 150 166
Mini Truck/ Goods
12 14 16 Mini Truck/ Goods Auto) 10 13 12
Auto)
LCV 9 11 16 LCV 5 8 10
Total 510 548 627 Total 658 338 416
Auto Nagar FOR PEAK HOUR Gunadala
From Hyderabad From Gunadala

Towards Auto Nagar Gunadala Vijayawada Towards Auto Nagar Vijayawada Hyderabad

2W 120 168 180 2W 201 145 220
Mini Truck/ Goods
Auto)
LCV 10 10 10 LCV 9 12 8
2 Axle truck 0 0 7 Vijayawada 2 Axle truck 0 1 1
Total 243 319 457 Total 420 315 399
246
Ramesh Hospital Junction (IC-11):
From Ramesh hospital Road From Eluru Road

Ramesh
Towards Auto Nagar Gunadala Hyderabad Eluru Road Towards hospital Auto Nagar Hyderabad Gunadala
Road
Animal/Hand Drawn 0 0 0 0 Animal/Hand Drawn 0 0 0 0

Cycle 0 0 3 2 Hyderabad Cycle 0 3 9 3
Cycle Rickshaw 0 0 0 0 Cycle Rickshaw 0 2 0 0
2W 270 142 96 253 2W 63 68 335 221
Car/Jeep/Van 61 44 64 161 Car/Jeep/Van 15 19 222 10
Auto (3 Passenger) 68 27 14 222 Auto (3 Passenger) 4 18 221 221
Tempo 1 0 0 0 Tempo 0 0 2 2
Mini Bus 0 0 0 0 Mini Bus 0 0 5 0
College Bus 0 0 0 13 College Bus 0 0 14 0
APSRTC Bus 5 0 4 24 APSRTC Bus 0 0 94 0
Private Bus 0 0 0 3 Private Bus 0 0 8 0
Auto)
27 11 1 14
Auto)
0 3 10 2
LCV 16 12 3 17 LCV 4 9 8 0
2 Axle truck 0 0 0 0 2 Axle truck 0 0 98 0
Multi axle truck 0 0 0 0 Multi axle truck 0 0 37 0
Agri tractor 0 0 0 0 Agri tractor 0 0 0 0
Agri tractor trailer 0 0 0 0 Agri tractor trailer 0 0 2 0
Total 455 243 185 753 Total 89 129 1180 476
Ramesh hospital Road FOR PEAK HOUR Gunadala
From Hyderabad From Gunadala

Ramesh Ramesh
Towards Gunadala hospital Eluru Road Auto Nagar Towards Eluru Road hospital Hyderabad Auto Nagar
Road Road

Cycle 2 8 0 10 Cycle 8 5 6 0
2W 96 248 221 252 2W 119 90 268 178
Tempo 0 0 1 3 Tempo 0 0 0 0
Mini Bus 0 0 0 0 Eluru Road Mini Bus 0 0 0 0
3 4 31 28 12 4 5 5
Auto) Auto)
LCV 4 1 19 18 LCV 8 1 1 6
Total 246 527 974 583 Total 313 159 340 353
From Auto Nagar

Ramesh
Towards hospital Gunadala Hyderabad Eluru Road Auto Nagar
Road
Animal/Hand Drawn 0 0 0 0
Cycle 6 7 0 15
Cycle Rickshaw 5 0 0 0
2W 228 261 228 200
Car/Jeep/Van 70 14 82 40
Auto (3 Passenger) 249 22 76 151
Tempo 3 0 5 0
Mini Bus 0 0 0 0
College Bus 0 0 0 0
APSRTC Bus 27 0 0 0
Private Bus 0 0 0 0
Mini Truck/ Goods
3 4 11 8
Auto)
LCV 2 4 15 9
2 Axle truck 0 0 0 0
Multi axle truck 0 0 0 0
Agri tractor 0 0 0 0
Agri tractor trailer 0 0 1 0
Total 654 319 426 478
247
Nirmala Convent Junction (IC-12):
From NTR Circle From Vijayawada

Towards Siddartha College Vijayawada Hyderabad Towards Hyderabad Siddartha College NTR Circle

2W 173 137 64 Hyderabad 2W 226 405 147
4 6 3 20 6 4
Auto)0 Auto)0
LCV 3 13 2 LCV 15 7 3
Total 379 338 92 Total 932 690 221
NTR Circle ` FOR PEAK HOUR Siddartha College
From Hyderabad From Siddartha College

Towards NTR Circle Siddartha College Vijayawada Towards NTR Circle Vijayawada Hyderabad

2W 143 131 223 2W 182 44 74
3 4 4 8 14 0
Auto)0 Auto)0
LCV 4 4 4 Vijayawada LCV 7 2 0
Total 258 225 685 Total 388 111 119
Benz Circle (IC-13):

248
From Guntur From Bandar Road

Towards Eluru Road Bandar Road Bus Stand Towards Eluru Road Bus Stand Guntur

2W 362 167 148 Bus Stand 2W 185 191 155
Mini Truck/ Goods
Auto)
LCV 46 16 8 LCV 6 3 9
Total 1064 276 372 Total 507 435 445
Guntur FOR PEAK HOUR Eluru Road
From Bus Stand From Eluru Road

Towards Guntur Eluru Road Bandar Road Towards Bus Stand Bandar Road Guntur

2W 164 166 306 2W 94 89 186
Mini Truck/ Goods
Auto)
LCV 0 4 14 LCV 8 0 20
2 Axle truck 0 0 0 Bandar Road 2 Axle truck 17 0 103
Total 202 346 929 Total 212 186 629
NTR Statue Junction, Patamata (IC-14):
249
From Benz Circle From Auto nagar

Nirmala Krishnaveni Panatakalv Krishnaveni Nirmala
Towards Towards
Panatakalva Road Auto nagar Convent Road a Road Road Convent Benz Circle
Animal/Hand Drawn Animal/Hand Drawn

0 0 0 0 0 0 0 0
Cycle 21 0 0 0 Cycle 27 7 7 15

2W 136 304 142 141 2W 118 84 96 286

Panatakalva
Road
Tempo 0 3 2 0 Tempo 0 0 0 7

Auto)0 9 0 0 0 Auto)0 6 5 9 8
LCV 8 5 4 1 LCV 31 0 4 7
Agri tractor trailer Agri tractor trailer

0 0 0 0 0 0 0 1
Total 227 630 282 222 Total 236 127 143 800
Benz Circle FOR PEAK HOUR Krishnaveni Road
From Nirmala Convent From Krishnaveni Road

Krishnaveni Panatakalva Panatakalv Nirmala
Towards Benz Circle Towards
Road Auto nagar Road a Road Auto nagar Benz Circle Convent

Cycle 14 6 10 9 Cycle 0 0 0 0
2W 65 199 71 71 2W 110 126 103 115

Tempo 0 0 0 0 Tempo 0 0 0 0
Auto)0 10 11 11 7 Auto)0 3 1 0 4
LCV 7 17 6 5 LCV 4 4 3 5
3 Axle truck 0 0 0 0 Auto nagar 3 Axle truck 0 0 0 0
Total 201 420 195 179 Total 151 160 149 141
From Panatakalva Road

Krishnaveni Nirmala
Towards Auto nagar
Road Benz Circle Convent
Nirmala Convent
Animal/Hand Drawn 0 83 0 0
Cycle 2 6 7 9
Cycle Rickshaw 0 5 0 0
2W 155 19 143 97
Car/Jeep/Van 47 2 19 14
Tempo 0 0 0 0
Mini Bus 0 0 0 0
College Bus 0 0 0 0
APSRTC Bus 0 0 0 0
Private Bus 0 0 0 0
Mini Truck/ Goods
Auto)0 8 5 7 4
LCV 6 10 9 4
Multi axle truck 0 0 0 0
Agri tractor 0 0 0 0
Agri tractor trailer 0 0 0 0
Total 235 133 313 130
Auto Nagar Junction (IC-15):

250
From Benz Circle From 100ft Road

Towards Machlipatnam 100ft Road Towards Machlipatnam Benz Circle

2W 118 190 Machlipatnam 2W 169 183
Tempo 0 2 Tempo 0 0
Mini Truck/ Goods
16 34 Mini Truck/ Goods Auto) 23 70
Auto)
LCV 9 11 LCV 12 21
Total 333 519 Total 375 427
Benz Circle FOR PEAK HOUR 100ft Road
From Machlipatnam
Towards 100ft Road Benz Circle
Cycle 13 27
Cycle Rickshaw 0 0
2W 118 208
Car/Jeep/Van 64 81
Tempo 0 0
Mini Bus 0 0
College Bus 0 0
APSRTC Bus 0 20
Private Bus 0 0
Mini Truck/ Goods
4 23
Auto)
LCV 4 8
2 Axle truck 4 5
3 Axle truck 1 7
Agri tractor 0 0
Total 279 476
251
Annexure – IV
252
253
254
Annexure - V
255
256
Proposed Road Hierarchy
257
Proposed Footpath & Walkways
258
Proposed Cycle Tracks & Docking Stations
259
Proposed Public Transit Network
260
Annexure - VI
261
MEETINGS CONDUCTED
As per the Terms of Reference, meetings are conducted both with the stakeholders formally
and informally. The details are given below:
Stakeholders Meeting
The local stakeholders were made aware about the project and its usefulness. The
Consultants made detailed presentation about the objectives of the study and how they are
planning to proceed. The Consultants also requested the locals to extend cooperation for
data collection which is a crucial step for formulation of the proposals.
Figure 0-1: Stakeholder Consultation with District Superintendent of Police

Below are some of the important points made during the Stakeholder Consultation:
 Development of Footpaths
 Improvement and Signalization of the junctions
 Development of Pedestrian ways
 Regulation of Traffic at Bus stand areas
 Regulation of traffic at Sri Kanaka Durga Temple and Varadhi junction in
Vijayawada city and Development of Bypass for Vijayawada city to regulate the
goods traffic.
 Installation of sign boards
 Regulation of unauthorised parking
 Development of Parking/Multi-level parking
 Regulation of Autos
 Widening of congested roads
 Improvement of street lighting wherever required
262
Local Level Meetings

Consultants also discussed with the local government agencies regarding the traffic surveys,
and data collection. The following are the agencies contacted during the study:
 Vijayawada Municipal Corporation

 Traffic Police
 RTO
 CPWD
 Roads and Buildings Department
Action Taken on Review Meetings

The consultations helped the consultant further discuss the projects (proposed or in the
pipeline) taken up by various agencies for the city and its surroundings. These projects have
been duly taken up in the development of proposals. The CMP thus has suggested proposals
and strategies that would complement the development scenario envisioned by various
agencies.
Stakeholders meeting on Draft Final Report

UMTC representative Mr. S. Ramakrishna presented the Draft Final report that covered the
existing and proposed transportation scenario.
Various stakeholders present during the stakeholders meeting are -
 Sri R. Karikal Valaven, IAS. Principal Secretary, MA&UD Dept., Govt. of Andhra
Pradesh
 Sri N.P. Ramakrishna Reddy, Managing Director, AMRCL
 Sri. Ashok Kumar, DRM, South Central Railway
 Sri. P. Chaithanya, SROOM, South Central Railway
 Sri. S. Varun Babu, South Central Railway, Vijayawada Division
 Sri. N.R. Aravind, Principal Transport Planner, APCRDA
 Sri R. Ankaiah, Chief Engineer, Vijayawada Municipal Corporation
 Sri B. Srinivasulu, City Planner, Vijayawada Municipal Corporation
 Sri. G. Kotaiah, District Town and Country Planning Organization
 Sri. A. Ramchand, CEE, AP Pollution Control Board
263
 Sri. Damodar Naidu, CEO, Zilla Parishad, Krishna District

 Sri. V. Bhasker Rao, Chamber of Commerce, Vijayawada
 Sri. Patel Srinivas Reddy, Tax Payers Association, Vijayawada
 Sri. B. Ruben Kumar, City Auto Union S.G
 Sri. K.V. Ramesh, Lorry Owners Association
The comments received during the consultation and after, have been duly addressed in the
report. The compliance note on the same can be found below.
264
Compliance Note on Stakeholders’ Comments

Date of Presentation / Public Participation – 6th January 2017
Venue – AP Secretariat, Vijayawada.
S. No Name Suggestions Addressed/Not Remarks/
Addressed Comments
1 Mr. Ramchand, CEE, Emission impact has Addressed Emission
APPCB to be incorporated Calculations will be
in the CMP with the included in the final
effect of vehicle report of the CMP.
technology
2 Mr. N.R. Aravind, Developments Addressed Consultants have
Principal Transport towards Gollapudi is considered the
Planner, APCRDA higher than developments on
compared to the the western side in
eastern side of the form of external
Vijayawada and growth factors.
need to be Also, Consultants
addressed in the have proposed BRT
study. corridor towards
Gollapudi and a Bus
Terminal at
Gollapudi.
3 Mr. Patel Srinivas Options of sub- Addressed Vijayawada needs
Reddy, Tax Payers urban rail system metro in order to
Association, from Vijayawada expand the urban
Vijayawada towards other sprawl of the city
urban areas within towards Agiripalli,
CRDA has to be decentralizing the
explored. activities from core
The city needs Addressed city akin to the
grade separators Chennai sub-urban
rather than metro rail system.
rail.
Footpaths and cycle Addressed One of the CMP
tracks need to be objectives is to
encouraged. improve public
transport and non-
motorized share.
The bike sharing
scheme and cycle
track network are
presented in the
report.
265
S. No Name Suggestions Addressed/Not Remarks/

Addressed Comments
Multi-Level Car Addressed Multi-Level Car
Parking has to be Parking has been
proposed in few proposed by the
places consultants.
Auto parking stands Addressed The consultants
has to be notified have not proposed
properly for which on street parking on
vacant Govt. / Bander Road given
Private lands should its importance as
be identified. Paid the major arterial
parking should be road in the city.
implemented on
Bunder road (On-
street parking).
Road widening Addressed Road widening

towards towards
Gannavaram has to Gannavaram has
be incorporated. not been taken up
due to the fact that
a 4-lane
configuration is
already observed. It
would further be
supplemented by
the bypass. Thus a
widening is not
essential.
Development of Addressed The consultants
bypass/ring road agree to the
should be high prioritization cited
priority before with respect to the
implementation of bypass. However,
metro to avoid given that the
problems of traffic metro and bypass
management. projects are both
committed projects
with their own
timeline, an
alteration of
priorities might not
be fruitful.
266

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Comprehensive Mobility Plan for Vijayawada Final Report

Comprehensive Mobility Plan

1.1 STUDY BACKGROUND ................................................................................................................................ 1

2 STUDY AREA PROFILE ................................................................................................................................. 7

2.1 ABOUT CITY ............................................................................................................................................ 7

3 PRIMARY SURVEYS – DATA COLLECTION .................................................................................................. 26

3.1 ZONING OF THE STUDY AREA .................................................................................................................... 26

3.3 ZONE-WISE POPULATION AND SOCIO-ECONOMIC DATA ................................................................................. 31

4 PRIMARY SURVEY ANALYSIS ..................................................................................................................... 34

4.1 CLASSIFIED TRAFFIC VOLUME COUNT .......................................................................................................... 34

4.15.7 PRIVATE TRANSPORT ............................................................................................................................... 75

5 SERVICE LEVEL BENCHMARKS ................................................................................................................... 78

5.1 INTRODUCTION ...................................................................................................................................... 78

6 TRAVEL DEMAND MODELLING AND FORECASTING ................................................................................ 113

6.1 PRE-MODELLING ANALYSIS .................................................................................................................... 113

7 SHORT TERM PROPOSALS AND RECOMMENDATIONS ............................................................................ 136

7.1 SHORT TERM ACTION PROGRAMS............................................................................................................ 136

8 TRANSPORT STRATEGIES ........................................................................................................................ 144

8.1 TRANSPORTATION STRATEGIES ................................................................................................................ 144

9 PROJECT PROPOSALS .............................................................................................................................. 158

9.1 TRAFFIC ENGINEERING AND MANAGEMENT PROPOSALS............................................................................... 158

10 IMPLEMENTATION PLAN ........................................................................................................................ 196

10.1 PROJECT COSTING ................................................................................................................................ 196

11 INSTITUTIONAL FRAMEWORK ................................................................................................................ 206

11.1 BACKGROUND ...................................................................................................................................... 206

ANNEXURES .......................................................................................................................................... 213-266

Figure 2-1: Study Area – Location .................................................................................... 7

Figure 2-2 Study Area ....................................................................................................... 8

Figure 2-3: The Study Area-Linkages .............................................................................. 10

Figure 2-4: Urban Sprawl of Vijayawada 1973 to 2009.................................................. 11

Figure 2-5: Proposed Land-use Profile of Vijayawada-2021 .......................................... 12

Figure 2-6: Vijayawada Railway Station ......................................................................... 14

Figure 2-7: APSRTC Buses ............................................................................................... 16

Figure 2-8: Population Growth Rate for Study Area ...................................................... 20

Figure 3-1: Zoning of the Study Area ............................................................................. 30

Figure 3-2: Zoning of the Rest of Area ........................................................................... 30

Figure 4-1: Overall Passenger Trip Purpose ................................................................... 39

Figure 4-2: Overall Passenger Trip Frequency ............................................................... 40

Figure 4-3: Overall Passenger Occupation ..................................................................... 41

Figure 4-4: Overall Average Passenger Trip Length ....................................................... 41

Figure 4-5: Overall Freight Trip Frequency .................................................................... 42

Figure 4-6: Overall Average Quantity of Good Carried .................................................. 43

Figure 4-7: Overall Passenger Trip Purpose (in %) ......................................................... 44

Figure 4-8: Overall Passenger Trip Frequency ............................................................... 44

Figure 4-9: Overall Passenger Occupation ..................................................................... 45

Figure 4-10: Overall Average Passenger Trip Length ..................................................... 46

Figure 4-11: Overall Freight Trip Frequency (in %) ........................................................ 46

Figure 4-12: Distribution of Trips by Purpose in Vijayawada ......................................... 49

Figure 4-13: Distribution of Road Length by Right of Way ............................................ 53

Figure 4-14: Distribution of Road Length by Carriageway Width .................................. 53

Figure 4-15: Distribution of Road Length by Carriageway type ..................................... 54

Figure 4-16: Distribution of Road Length by street lighting availability ........................ 54

Figure 4-17: Distribution of Road Length by Footpath availability ................................ 55

Figure 4-18: Commodity Type ........................................................................................ 68

Figure 4-19: Distribution of Vehicles by Fuel Usage ...................................................... 70

Figure 4-20: Average Mileage of Vehicles ...................................................................... 70

Figure 4-21: Hierarchy of the Road Network ................................................................. 72

Figure 4-22: Bottlenecks in study area ........................................................................... 74

Figure 6-1: Base Year Road Network – 2015 ................................................................ 115