Comprehensive Mobility Plan for Greater Mumbai (2016) PDF

बह ृ न्ुंब म ई ्हानगरपालिका MUNICIPAL CORPORATE OF GREATER MUMBAI Comprehensive Mobility Plan (CMP) for Greater Mumbai FINAL REPORT April 2016 Executive Summary LEA Associates South Asia Pvt. Ltd., India बह ृ न्ुंब म ई ्हानगरपालिका MUNICIPAL CORPORATE OF GREATER MUMBAI Comprehensive Mobility Plan (CMP) for Greater Mumbai FINAL REPORT April 2016 Executive Summary LEA Associates South Asia Pvt. Ltd., India Foreword Greater Mumbai is the vibrant commercial capital of India. It is one of the world's top ten centres of commerce in terms of global financial flow, generating 6.16% of India's Gross Domestic Product (GDP) and accounting for 22% of GDP of urban India, 10% factory employment, 25% of industrial output, 30% pf income tax collection, 60% of custom duty collections, 20% of central exercise collections, 40% of foreign trade and 70% of capital transactions to India's economy, etc. The city houses important financial institutions such as the Reserve Bank of India, the Bombay Stock Exchange, the National Stock Exchange of India, the SEBI and the corporate headquarters of numerous Indian companies and multinational corporations. It is also home to some of India's premier scientific and nuclear institutes like BARC, NPCL, TIFR, AERB, AECI, IREL and the Department of Atomic Energy. The city also houses India's Hindi (Bollywood) and Marathi film and television industry. Mumbai's business opportunities, as well as its potential to offer a higher standard of living, attract migrants from all over India, making the city a melting pot of many communities and cultures. As per census 2011, Greater Mumbai’s population is about 12.44 million (about 51% of the Mumbai Metropolitan Region’s population) is India’s most populous city. Employment in Greater Mumbai is about 5.8 million. Greater Mumbai is, however, severely constrained by its geography and occupies a small land area of 458.28 sqkm (10.5% of MMR area of 4,355 sqkm). With a limited supply of land it has one of the highest population densities amongst the large metropolises in the world. Greater Mumbai has approximately 2,000 km of major roads. Roads constitute 8.16% of the total area of Greater Mumbai or 14% of the developed areas (2012). Public transport modes available for travel needs are suburban rail, bus, metro and monorail. Traffic congestion, transportation issues in Greater Mumbai are very complex as the population and employment densities are very high in many areas of Greater Mumbai, limited land for development and providing adequate transport infrastructure, linear city and narrow street networks, informal hawking activity near the suburban railway stations, on-street parking, pedestrian walking on the carriageway due to inadequate footpaths etc. The demands from various users exceed the available supply. Considering the above issues, MCGM conceived preparation of Comprehensive Mobility Plan for Greater Mumbai that reflects the land use and its changes as well as the buoyant changes in population and economy, resulting in changing travel patterns in Greater Mumbai. The Comprehensive Mobility Plan (CMP) for the Greater Mumbai articulates a vision for Greater Mumbai's future traffic and transportation as a seamless, integrated system, in which commuters can make their journeys throughout the city safely and conveniently by various modes of transport with strong emphasis towards Non-Motorised Transport (NMT) i.e. pedestrian and cycle modes, traffic management measures and public transport systems. This study has provided insight to the current challenges of commuting in Greater Mumbai, addressed the issues and prepared an infrastructure and investment plan for the next few decades. The study outlines long term (2034), medium term (2024) and short term (2019) transportation strategies along with traffic & transportation infrastructure plans. The study stresses the need for MCGM’s continuing efforts and expanding on its commitment recognizing the varying needs and priorities of different transportation users, in developing Greater Mumbai’s major traffic and transportation infrastructure. The study by recognising the significance of transport for the economic growth and social well-being of Greater Mumbai, proposes developing integrated multi-modal transportation system. It advocates focusing on the, an integrated network of roads, NMT (pedestrian and cycle) facilities, traffic management measures (intersection improvements, installation of traffic signals, expanding the Area Traffic Control (ATC) system, Station Area Traffic Improvement Scheme (SATIS), flyovers, elevated roads, FoBs/ Subways, road safety measures, traffic signs & marking, infrastructure for traffic police development of metro corridors, Exclusive Bus Lanes (EBL)/ Bus Rapid Transit System (BRTS) corridors in the city, capacity enhancements to the suburban system, inter-city bus terminals, truck terminals. The estimated cost of the proposed traffic and transport infrastructure in Greater Mumbai for the period upto 2034 is about INR 1.68 lakh crores. The study strongly supports increased cooperation and coordination by all the transportation providers in the Greater Mumbai and emphasizes the need to be sensitive to the people and environment. Suggestions are made for more immediate solutions to current mobility problems to improve the existing transportation network's efficiency, reliability, and cost effectiveness that are currently impairing the city's prosperity and well- being of its citizens. It advocates increased participation in transportation decision making by regional and local authorities and public. The CMP is closely monitored and guided by Traffic Department of MCGM through periodical meetings. Extensive primary surveys and secondary data collection and analysis has been carried out. By virtue of mobility study, we may conclude that, timely implementation of the outcomes detailed in elaborate study carried out by M/s LEA Associates South Asia Pvt. Ltd., which has covered various aspects of traffic engineering and transportation planning covering entire Greater Mumbai, may helpful in reducing the traffic congestion, planning and implementation for well- equipped streets with desired traffic amenities (intersection improvements, traffic signals, traffic signs and pavement marking, etc.), better public transport options, parking solutions, strengthening and widening of roads, development of missing links, flyovers, RoBs/ RUBs, NMT facilities, etc. The scientific and holistic way of process carried out in comprehensive mobility plan study will serve the above stated aspects. CMP also studied the secondary data available from various Government organisations (MCGM, RTO, Mumbai Traffic Police, BEST, MMRDA, MRVC, etc.) to evaluate all public transport means which exists and proposed and further impact on traffic management in near future. We hope that, CMP study will bring fruitful effects in traffic management after its implementation. The study also useful for Roads & Traffic Department of MCGM in Skill & Knowledge transfer in the field of traffic engineering and transportation planning. We are glad to present the CMP study and its recommendations which will provide full package of traffic and transportation plans and strategies for short term, medium term and long term planning including resource mobilisation, institutional arrangements and action plans. We hope that, the study recommendations are though ambitious will pave the way in realizing the vision for Transforming Mumbai into World-Class city. M S Pawar S V R Srinivas, IAS Chief Engineer (Roads & Traffic), Addl. Municipal Commissioner, Municipal Corporation of Greater Mumbai Municipal Corporation of Greater Mumbai April, 2016 Acknowledgement LEA Associates South Asia Pvt. Ltd., India, wish to gratefully acknowledge the unique opportunity granted by Municipal Corporation of Greater Mumbai (MCGM) in preparing a Comprehensive Mobility Plan (CMP) for Greater Mumbai. Preparation of transportation plan for the horizon period up to 2034 that covers detailed analysis of base year (2014) travel patterns, travel demand modeling, assessment of planning parameters, assessment of traffic and transport infrastructure and related environmental/social/economic/financing options analyses and technology transfer etc. could not have been accomplished without the active participation and key inputs from many individuals. We take this opportunity to acknowledge with gratitude the encouragement and support given by the following:  All the members of “Standing Committee” of MCGM  All the members of “Works Committee” of MCGM  All the members of “Improvements Committee” of MCGM  All the members of UMMTA  Shri. Ajoy Mehta, IAS, Municipal Commissioner, MCGM  Shri. S V R Srinivas, IAS, Addl. Municipal Commissioner (ES), MCGM  MCGM officials-Traffic Department o Shri. M S Pawar, Chief Engineer (Roads & Traffic) o Shri. S Kori, Chief Engineer (Bridges) and his staff o Shri., Sanjay Dharade, Dy. Chief Engineer I/C o Shri. Rajendra Ingle, Executive Engineer o Shri. Jitendra Patel, Executive Engineer o Shri. Rajendra Gandhi, Assistant Engineer o Shri. Ghorade, Executive Engineer I/C o Shri. Pramod Mungekar, Sub-Engineer o Shri. Bhushan Kubal, Sub-Engineer (ATC) o All AEs/ SEs of Traffic Department  MCGM officials- Roads Department  MCGM officials- DP Department o Chief Engineer, DP and his staff  MMRDA officials o Shri. P R K Murthy, Director (Projects), Metro PIU o Ms. Uma Adusumilli, Chief, Planning Division o Smt. K. Vijaya Lakshmi, Chief, Transport & Communications Division o Shri. Manoj Dandre, Sr. Transportation Planner  MMRC officials o Smt. Ashwini Bhide, Managing Director o Shri. R. Ramana, Executive Director (Planning)  BEST officials o Shri. Jagdish Patil, IAS, General Manager o Shri. Victor S. Nagaonkar, Senior Traffic Officer (Projects)  Mumbai Traffic Police officials o Shri. Milind Rambhau Bharambe Jt. C.P. (Traffic) o Shri. Sunil Paraskar, Addl. C.P (Traffic) o Shri. Sriram Koregaonkar, PI, Planning o Dr. Shankar Vishwanath, Ex Director (BMC) and Advisor to Traffic Police  MRVC and its officials  Shri. B C Khatua, IAS (Retd.), Project Director, MTSU and his staff  RTO and its officials  MSRDC officials o Shri. Ohol, Chief Engineer and his staff In addition to those that are identified above, we wish to acknowledge the countless other persons and agencies who provided information and assistance to our consulting team during the progress of the study and who were instrumental in developing a transportation plan for Greater Mumbai that is reflective of the aspirations of its citizens and their elected decision makers. Finally, the citizens of Greater Mumbai and rest of Mumbai Metropolitan Region deserve special thanks for providing their inputs and extending their co-operation at the time of surveys, which formed the critical base for the preparation of Comprehensive Mobility Plan for Greater Mumbai. We believe that the recommendations provide a realistic and achievable plan for the implementation of longer term traffic and transportation strategies and also more immediate action proposals, with one of the principal objectives being transformation of “Greater Mumbai into a world class city with a vibrant economy and globally comparable quality of life for all its citizens”. We pray for a positive approach and willful implementation of various recommended traffic and transport infrastructure proposals, to the wider benefit of the society. Respectfully Submitted LEA Associates South Asia Pvt. Ltd., India April, 2016 Contents 1. INTRODUCTION........................................................................................................................................ 1-1 1.1 BACKGROUND............................................................................................................................................. 1-1 1.2 GOALS OF THE STUDY................................................................................................................................... 1-2 1.3 OBJECTIVES/ SCOPE OF WORK....................................................................................................................... 1-2 2. TRAVEL CHARACTERISTICS – ISSUES & PROBLEMS.................................................................................... 2-1 2.1 HISTORICAL TRENDS..................................................................................................................................... 2-1 2.2 HIS ANALYSIS............................................................................................................................................. 2-2 2.3 EXTERNAL TRAVEL........................................................................................................................................ 2-3 2.4 SUB-URBAN RAILWAYS................................................................................................................................. 2-5 2.5 TRAVEL BY BUS............................................................................................................................................ 2-5 2.6 TRAVEL BY PARA TRANSIT MODES................................................................................................................... 2-6 2.7 TRAVEL BY PRIVATE VEHICLES......................................................................................................................... 2-7 2.8 PEDESTRIAN MOVEMENT.............................................................................................................................. 2-7 2.9 AVERAGE JOURNEY SPEEDS............................................................................................................................ 2-7 2.10 INTERCITY RAIL TERMINALS............................................................................................................................ 2-8 2.11 INTERCITY BUS TERMINALS............................................................................................................................ 2-8 2.12 GOODS/TRUCK TERMINALS........................................................................................................................... 2-9 3. MUNICIPAL CORPORATION OF GREATER MUMBAI: LANDUSE.................................................................. 3-1 4. TRAVEL DEMAND ANALYSIS AND RECOMMENDED TRANSPORT INFRASTRUCTURE (2014-2034) TRAVEL DEMAND ANALYSIS PROCESS........................................................................................................................... 4-1 4.1 NATIONAL URBAN TRANSPORT POLICY, 2005................................................................................................... 4-4 4.2 TRAVEL DEMAND ASSESSMENT....................................................................................................................... 4-4 4.3 DAILY MODE SPLIT AND MODE SPLIT CHANGES: GREATER MUMBAI..................................................................... 4-5 4.3.1 Daily Mode Split and Mode Split Changes: Mumbai Metropolitan Region....................................... 4-6 4.4 ASSESSMENT OF TRANSPORT INFRASTRUCTURE FOR GREATER MUMBAI FOR THE HORIZON YEAR 2034 (LONG TERM)..... 4-9 4.4.1 Transit Plan: Horizon Year 2034......................................................................................................... 4-9 4.4.2 EBLs: Horizon Year 2034.................................................................................................................... 4-9 4.4.3 Road Network Plan: Horizon Year 2034............................................................................................. 4-9 4.4.4 Intercity Bus Terminals, Truck Terminals, Bus system and Traffic Management Measures for the horizon year 2034...................................................................................................................................................... 4-16 4.4.5 Broad Cost Estimates for the horizon year 2034.............................................................................. 4-21 4.5 ASSESSMENT OF TRANSPORT INFRASTRUCTURE FOR GREATER MUMBAI FOR THE HORIZON YEAR 2024 (MEDIUM TERM)4-21 4.5.1 Transit, EBL and Highway Plans....................................................................................................... 4-21 4.5.2 Intercity Bus Terminals, Truck Terminals, Bus system and Traffic Management Measures for the Horizon Year 2019..................................................................................................................................................... 4-22 4.5.3 Broad Cost Estimates for the horizon year 2024.............................................................................. 4-25 4.6 ASSESSMENT OF TRANSPORT INFRASTRUCTURE FOR GREATER MUMBAI FOR THE HORIZON YEAR 2019 (SHORT TERM). 4-30 4.6.1 Transit, EBL and Highway Plans....................................................................................................... 4-30 4.6.2 Intercity Bus Terminals, Truck Terminals, Bus system and Traffic Management Measures for the Horizon Year 2019..................................................................................................................................................... 4-34 4.6.3 Broad Cost Estimates for the horizon year 2019.............................................................................. 4-37 4.7 PROPOSED SHORT & MEDIUM TRANSPORTATION STRATEGIES AND POLICIES......................................................... 4-37 5. ECONOMIC ANALYSIS............................................................................................................................... 5-1 5.1 ASSESSMENT OF COSTS................................................................................................................................. 5-1 5.1.1 Project Cost........................................................................................................................................ 5-2 5.1.2 Operation and Maintenance Cost...................................................................................................... 5-2 5.2 ASSESSMENT OF TANGIBLE BENEFITS............................................................................................................... 5-2 i Executive Summary Comprehensive Mobility Plan (CMP) for Greater Mumbai 5.2.1 Estimation of Project Cost: Vehicle Operating Cost and Value of Time Cost......................................5-2 5.3 RESULTS OF ECONOMIC ANALYSIS – BASE CASE.................................................................................................. 5-3 5.4 RESULTS OF ECONOMIC ANALYSIS – SENSITIVITY ANALYSIS................................................................................... 5-3 5.5 CONCLUSION............................................................................................................................................... 5-4 6. COST ESTIMATES AND PLAN FINANCING OPTIONS................................................................................... 6-1 6.1 COST ESTIMATES.......................................................................................................................................... 6-1 6.2 FUNDING SOURCES/OPTIONS......................................................................................................................... 6-4 6.3 PRELIMINARY IMPLEMENTATION SCHEDULE....................................................................................................... 6-4 7. INSTITUTIONAL ARRANGEMENTS............................................................................................................. 7-1 7.1 INSTITUTIONAL CHANGES AS PROPOSED IN THE PREVIOUS STUDIES......................................................................... 7-1 7.1.1 CTS AND BUSINESS PLAN EMPHASISE THE NEED FOR INSTITUTIONAL CHANGE...............................7-1 7.1.2 THE EXISTING INSTITUTIONAL FRAMEWORK IN THE MMR...............................................................7-1 7.1.3 REGIONAL TRANSPORT AUTHORITY...................................................................................................7-4 7.1.4 THE ORGANISATION AND STAFFING OF MMRDA..............................................................................7-9 7.2 MOBILITY PLAN PROPOSED INSTITUTIONAL CHANGES FOR MCGM..................................................................... 7-12 7.2.1 Existing Institutional Setup of MCGM..............................................................................................7-12 7.2.2 Mobility Plan proposed Institutional Changes for MCGM................................................................7-14 7.2.3 Mobility Plan proposed Institutional Changes for Mumbai Traffic Police........................................7-17 8. SUMMARY AND WAY FORWARD.............................................................................................................. 8-1 8.1 SUMMARY.................................................................................................................................................. 8-1 8.2 POLICIES..................................................................................................................................................... 8-3 8.3 WAY FORWARD........................................................................................................................................... 8-3 ii Executive Summary Comprehensive Mobility Plan (CMP) for Greater Mumbai List of Tables st Table 2-1: IPT Vehicles (Auto and Taxi) on Road as on 31 March of each year: Greater Mumbai........................ 2-6 st Table 2-2: Growth of Motor Vehicles in Greater Mumbai (On Road as on 31 March, every year)......................... 2-7 Table 3-1: Existing Land use Distribution for Greater Mumbai (2012)...................................................................... 3-2 Table 4-1: Passenger Travel Demand for Greater Mumbai (Within MMR) in lakhs – Base Year 2014, Morning Peak Period (6:00 to 11:00 Hrs.).................................................................................. 4-2 Table 4-2: Goods Travel Demand (in vehicle trips) for Greater Mumbai (Within MMR) – Base Year 2014, Morning Peak Period (6:00 to 11:00 Hrs.).................................................................................. 4-2 Table 4-3: External Travel in vehicles (Greater Mumbai – Outside of MMR and vice versa) - Base Year 2014, Morning Peak Period (6:00 to 11:00 Hrs.).......................................................................... 4-2 Table 4-4: Planning Parameters for the Base and Horizon Years............................................................................ 4-4 Table 4-5: Passenger Travel Demand for Greater Mumbai (Within MMR) in lakhs – Horizon Period 2019-34, Morning Peak Period (6:00 to 11:00 Hrs.)............................................................................. 4-4 Table 4-6: Goods Travel Demand (in vehicle trips) for Greater Mumbai (Within MMR) – Horizon Period 2019-34, Morning Peak Period (6:00 to 11:00 Hrs.).................................................................. 4-5 Table 4-7: External Travel in PCUs (Greater Mumbai t0 Outside of MMR and vice versa) – Horizon Period 2019-34, Morning Peak Period (6:00 to 11:00 Hrs.)..................................................... 4-5 Table 4-8: Daily Mode Split, Greater Mumbai.......................................................................................................... 4-5 Table 4-9: Daily Mode Split, Greater Mumbai Comparison: CTS for MMR Study (2005-08) and CMP for Greater Mumbai Study (2014-16)........................................................................................... 4-6 st Table 4-10: Vehicles on road as on 31 March of 2005 and 2014 in Greater Mumbai............................................ 4-6 Table 4-11: Daily Mode Split, Mumbai Metropolitan Region.................................................................................... 4-7 Table 4-12: Daily Mode Split, Mumbai Metropolitan Region Comparison: CTS for MMR Study (2005-08) and CMP for Greater Mumbai Study (2014-16)................................................................... 4-7 Table 4-13: Daily Travel Demand Growth, Mumbai Metropolitan Region Comparison: CTS for MMR Study (2005-08) and CMP for Greater Mumbai Study (2014-16)................................................ 4-8 st Table 4-14: Vehicles on road as on 31 March of 2005 and 2014 in Greater Mumbai............................................ 4-8 Table 4-15: Metro Corridors Proposed for the Horizon Year 2034........................................................................... 4-9 Table 4-16: Recommended Exclusive Bus lane Corridors for 2034....................................................................... 4-11 Table 4-17: Summary of Locations Proposed for Inter-city Bus terminals and Truck Terminals in Greater Mumbai................................................................................................................................. 4-17 Table 4-18: Proposed Suburban Stations for SATIS for the horizon year 2034..................................................... 4-18 Table 4-19: Proposed Locations for Flyovers for the horizon year 2034................................................................ 4-18 Table 4-20: Proposed Locations for Elevated Roads for the horizon year 2034.................................................... 4-19 Table 4-21: Proposed Locations for RoBs/ RuBs for the horizon year 2034.......................................................... 4-19 Table 4-22: Intercity Bus Terminals, Truck Terminals and Traffic Management Measures for Horizon Year 2034.............................................................................................................................. 4-20 Table 4-23: Broad Cost Estimate Details on Infrastructure for Mumbai Traffic Police for Horizon Year 2034........................................................................................................................................... 4-20 Table 4-24: Summary of Preliminary Broad Cost Estimates for Proposed Transport Networks for Horizon year 2034 (in Crores)............................................................................................................ 4-21 Table 4-25: Metro Corridors Proposed for the Horizon Year 2024......................................................................... 4-21 Table 4-26: Recommended Exclusive Bus lane Corridors for 2024....................................................................... 4-22 Table 4-27: Proposed Suburban Stations for SATIS for the horizon year 2024..................................................... 4-23 Table 4-28: Proposed Locations for Flyovers for the horizon year 2024................................................................ 4-23 Table 4-29: Proposed Locations for Elevated Roads for the horizon year 2024.................................................... 4-23 Note: Project preparatory works for Sl. No. 1, Sl No. 2 and Sl. No. 3 elevated roads are under progress by MMRDATable 4-30: Proposed Locations for RoBs/ RuBs for the horizon year 2024.................................................................................................................................................... 4-23 Table 4-31: Intercity Bus Terminals, Truck Terminals and Traffic Management Measures for Horizon Year 2024.............................................................................................................................. 4-25 Table 4-32: Broad Cost Estimate Details on Infrastructure for Mumbai Traffic Police for Horizon iii Executive Summary Comprehensive Mobility Plan (CMP) for Greater Mumbai Year 2034.......................................................................................................................................... 4-25 Table 4-33: Summary of Preliminary Broad Cost Estimates for Proposed Transport Networks for Horizon year 2024 (in Crores)............................................................................................................ 4-26 Table 4-34: Recommended Exclusive Bus lane Corridors for 2019...................................................................... 4-30 Table 4-35: Proposed Suburban Stations for SATIS for the horizon year 2019.................................................... 4-34 Table 4-36: Proposed Locations for Flyovers for the horizon year 2019............................................................... 4-34 Table 4-37: Proposed Locations for Elevated Roads for the horizon year 2019.................................................... 4-34 Table 4-38: Proposed Locations for RoBs/ RuBs for the horizon year 2019......................................................... 4-34 Table 4-39: Intercity Bus Terminals, Truck Terminals and Traffic Management Measures for Horizon Year 2019............................................................................................................................. 4-35 Table 4-40: Broad Cost Estimate Details on Infrastructure for Mumbai Traffic Police........................................... 4-36 Table 4-41: Summary of Preliminary Broad Cost Estimates for Proposed Transport Networks for Horizon year 2019 (in Crores)............................................................................................................ 4-37 Table 4-42: Traffic and Transportation Issues, proposed strategies and traffic & transportation measures........................................................................................................................................... 4-38 Table 5-1: Construction Cost of Project (INR millions @ 2015 prices) for the horizon years 2019, 2024 and 2034..................................................................................................................................... 5-2 Table 5-2: Adopted VOT values (INR /passenger hour @ 2015 prices).................................................................. 5-3 Table 5-3: Results of Economic Analysis – Base Case........................................................................................... 5-3 Table 5-4: Results of Economic Analysis – Sensitivity Case................................................................................... 5-4 Table 6-1: Summary of Broad Cost Estimates: Proposed Traffic & Transport Infrastructure under Short, Medium and Long Term............................................................................................................ 6-1 Table 6-2: Summary of Broad Cost Estimates: Proposed Traffic & Transport Infrastructure for the period upto 2034.................................................................................................................................. 6-1 Table 6-3: Traffic & Transport Infrastructure Investment Needs of Greater Mumbai under Short, Medium and Long Term....................................................................................................................... 6-3 Table 6-4: Major Sources of Funding and their Share (by 2034) for Transport Infrastructure................................. 6-4 Table 6-5: Preliminary Implementation Schedule................................................................................................... 6-5 Table 7-1: Existing and Proposed Enhancements of staff strength of Mumbai Traffic Police................................ 7-18 Table 8-1: Summary on Short, Medium and Long term Proposals within Greater Mumbai..................................... 8-2 Table 8-2: Summary on Short, Medium and Long term Investment Needs and Percentage share with respect to Stakeholders................................................................................................................ 8-3 iv Executive Summary Comprehensive Mobility Plan (CMP) for Greater Mumbai List of Figures Figure 2-1: Decadal Population Growth of Greater Mumbai (1901 to 2011)............................................................ 2-1 Figure 2-2: Private vehicle Population of Greater Mumbai, Veh./1000 persons....................................................... 2-1 Figure 2-3: Mode Share without Walk...................................................................................................................... 2-2 Figure 2-4: Expenditure on Travel (Rs per month): Variation by Income................................................................. 2-3 Figure 2-5: Reported Average Household income by Income Range...................................................................... 2-3 Figure 2-6: Traffic Flow at Outer Cordon (In PCUs and Vehicles/day).................................................................... 2-3 Figure 2-7: Location wise Share of Total Daily Traffic at Outer Cordon................................................................... 2-4 Figure 2-8: Average Traffic Composition at Outer Cordon....................................................................................... 2-4 Figure 2-9: Travel Pattern of Passenger Vehicles – Outer Cordon Locations.......................................................... 2-4 Figure 2-10: Travel Pattern of Goods Vehicles – Outer Cordon Locations.............................................................. 2-4 Figure 3-1: Existing Land use Map for Greater Mumbai (2012)............................................................................... 3-2 Figure 4-1: TAZ System for Greater Mumbai........................................................................................................... 4-1 Figure 4-2: Overview of the Model Revalidation in CMP for Greater Mumbai Study................................................ 4-3 Figure 4-3: Travel Demand Analysis and Network Assessment Process................................................................. 4-3 Figure 4-4: Suggested long Term Road Network Plan for Year 2034.................................................................... 4-10 Figure 4-5: Recommended Exclusive Bus lane Corridors for 2034........................................................................ 4-12 Figure 4-6: Suggested long Term Road Network Plan for Year 2034.................................................................... 4-13 Figure 4-7: Recommended Widening Links for Greater Mumbai by 2034.............................................................. 4-14 Figure 4-8: Recommended Missing Links for Greater Mumbai by 2034................................................................ 4-15 Figure 4-9: Recommended Transit Network for the Intermediate year 2024.......................................................... 4-27 Figure 4-10: Recommended Exclusive Bus lane Corridors for 2024...................................................................... 4-28 Figure 4-11: Recommended Highway Network for the Intermediate year 2024..................................................... 4-29 Figure 4-12: Recommended Transit Network for the Intermediate year 2019........................................................ 4-31 Figure 4-13: Recommended Exclusive Bus lane Corridors for 2019...................................................................... 4-32 Figure 4-14: Recommended Highway Network for the Intermediate year 2019..................................................... 4-33 Figure 5-1: Approach to Economic Analysis............................................................................................................ 5-1 Figure 6-1: Component wise share of proposed Traffic & Transport Infrastructure for the period upto 2034............................................................................................................................................. 6-2 Figure 6-2: Major Sources of Funding and their Share (by 2034) for Transport Infrastructure................................. 6-4 Figure 6-3: Approximates annual funding requirement for delivery of proposed traffic & transport infrastructure in Greater Mumbai.......................................................................................................... 6-6 Figure 7-1: Existing MMRDA Structure.................................................................................................................... 7-6 Figure 7-2: Existing Authority Composition.............................................................................................................. 7-6 Figure 7-3: Executive Committee and Relation to MMIF Committee........................................................................ 7-6 Figure 7-4: UMMTA Composition, Sub Committees and UMMTA Relation with Executive Committee............................................................................................................................................ 7-9 Figure 7-5: Proposed Organisation Structure for MMRDA..................................................................................... 7-10 Figure 7-6: Strategic Policy, Financial Planning and Investment Division and Sub-Committee............................. 7-11 Figure 7-7: Organisational Structure for Regional Transport Department.............................................................. 7-11 Figure 7-8: Organisational Structure for Special Planning Areas and New Town Division..................................... 7-12 Figure 7-9: Organisational Structure of MCGM...................................................................................................... 7-13 Figure 7-10: Organisational Structure of Traffic Department, MCGM.................................................................... 7-14 Figure 7-11: Proposed Organisational Structure for Traffic & Transportation Department, MCGM........................ 7-15 Figure 7-12: Existing Institutional Setup of Mumbai Traffic Police.......................................................................... 7-19 Figure 7-13: Proposed Institutional Setup of Mumbai Traffic Police....................................................................... 7-20 v Executive Summary Comprehensive Mobility Plan (CMP) for Greater Mumbai Abbreviations AGLR Andheri-Ghatkopar Link Road AM Ante Meridian ACP Assistant Commissioner of Police Addl. CP Additional Commissioner of Police API Assistant Police Inspector ATC Area Traffic Control ATL Average Trip Length BARC Bhabha Atomic Research Centre BEST Brihanmumbai Electric Supply and Transport BKC Bandra Kurla Complex BMEC Bangalore Mumbai Economic Corridor BOD Biochemical Oxygen Demand BOOT Build Own Operate Transfer BOT Build Operate Transfer CAGR Compound Annual Growth Rate CBD Central Business District CDP City Development Plan CIDCO City and Industrial Development Corporation of Maharashtra CIP Capital Investment Plans CMLR Chembur Mankhurd Link Road CMP Comprehensive Mobility Plan CPCB Central Pollution Control Board CR Central Railway CRRI Central Road Research Institute CRT Center for Research on Transportation CSIA Chhatrapati Shivaji International Airport CST Chhatrapati Shivaji Terminus (formerly known as Victoria Terminus) CTS Comprehensive Transport Study (known as TranSfoRM) DCP Deputy Commissioner of Police DCR Development Control Regulation DDP Draft Development Plan DMIC Delhi Mumbai Industrial Corridor DMRB Design Manual for Roads and Bridges DMRC Delhi Metro Rail Corporation DO Dissolved Oxygen DP Development Plan DPR Detailed Project Report DRP Dharavi Redevelopment Plan ECS Equivalent Car Spaces EEH Eastern Express Highway EGC Emerging Growth Centre EIA Environmental Impact Assessment EIRR Economic Internal Rate of Return ELU Existing Land Use EMME Equilibre Multimodal Multimodal Equilibrium EMU Electric Mutiple Unit EPP Evening Peak Period FATC Fully Adaptive Traffic Control FHWA Federal Highway Administration FOB Foot Over Bridge FSI Floor Space Index GDDP Gross District Domestic Product GIS Geographic Information System GMLR Goregaon Mulund Link Road GMUA Greater Mumbai Urban Agglomeration GoI Government of India GoM Government of Maharashtra GPS Global Positioning System HBE Home Based Education HBO Home Based Others HIS Home Interview Survey HWF Home Based Work for Office HWI Home Based Work for Industry vi Executive Summary Comprehensive Mobility Plan (CMP) for Greater Mumbai HWO Home Based Work for Other (which are neither office nor industry) IAS Indian Administrative Service IC Inner Cordon IFBC International Finance and Business Centre IMP Integrated Mobility Plan INCCAT Individual Income Category IPT Intermediate Public Transport IRC Indian Roads Congress IT Information Technology ITES Information Technology Enabled Service IVTC In Vehicle Travel Cost IVTT In Vehicle Travel Time JCP Joint Commissioner of Police JICA Japan International Cooperation Agency JNPT Jawaharlal Nehru Port Trust JVLR Jogeshwari-Vikroli Link Road KDMT Kalyan Dombivali Municipal Transport LASA LEA Associates South Asia Pvt. Ltd. LBS Marg Lal Bhahadur Shastri Marg LCV Light Commercial Vehicle LDC Lane Divided Carriageways LED Light-Emitting Diode LOS Level of Service LT Terminus Lokmanya Tilak Terminus LUT Land Use Transport MAV Multi Axle Vehicle MB Mid Block MBMT Mira Bhyandar Municipal Transport MbPT Mumbai Port Trust MCGM Municipal Corporation of Greater Mumbai MIAL Mumbai International Airport Limited MIDC Maharashtra Industrial Development Corporation MIS Management Information System MMC Multi Modal Corridor MMIF Mumbai Metropolitan Infrastructure Fund MMR Mumbai Metropolitan Region MMRDA Mumbai Metropolitan Region Development Authority MNL Multi Nomial Logit MoEF Ministry of Environment and Forests MoR Ministry of Railways MoUD Ministry of Urban Development MPCB Maharashtra Pollution Control Board MPP Morning Peak period MPPA Million Passengers Per Annum MR&TP Maharashtra Regional and Town Planning MRVC Mumbai Railway Vikas Corporation MSL Mean Sea Level MSRDC Maharashtra State Road Development Corporation MTHL Mumbai Trans Harbor Link MTNL Mahanagar Telephone Nigam Limited MTP Mumbai Traffic Police MTSU Mumbai Transformation Support Unit (under AIILSG) MUIP Mumbai Urban Infrastructure Project MUTP Mumbai Urban Transport Project NAAQS National Ambient Air Quality Standards NAINA Navi Mumbai Airport Influence Notified Area NDDP Net District Domestic Products NDP Net Domestic Products NEERI National Environmental Engineering Research Institute NH National Highway NHAI National Highways Authority of India NHB Non Home Based NMIA Navi Mumbai International Airport NMMC Navi Mumbai Muncipal Corporation NMT Non Motorised Transport NPV Net Present Value vii Executive Summary Comprehensive Mobility Plan (CMP) for Greater Mumbai NUTP National Urban Transport Policy OC Outer Cordon OD Origin Destination OPP Off Peak Period OVDI Out of Vehicle Distance PCTR Per Capita Trip Rate PCU Passenger Car Unit PE Population and Employment PHPD Peak Hour Per Direction/ Peak Hour Peak Direction PI Police Inspector POL Petroleum, Oil and Lubricant PPP Public Private Partnership PU Polyurethane Coating PV Private Vehicles PWD Public Works Department PWT Passenger Water Transport RHS Rental Housing Scheme RoB Road over Bridge RuB Road under Bridge RoR Rest of the Region RoW Right of Way RP Regional Plan RSI Road Side Interview SCLR Santa Cruz –Chembur Link Road SEEPZ Santacruz Electronics Export Processing Zone SEZ Special Economic Zone SGNP Sanjay Gandhi National Park SH State Highway SI Sub Inspector SL Screen Line SPA Special Planning Authority SPM Suspended Particulate Matter SRD Slum ReDevelopment TA Technical Assistance TAC Technical Advisory Committee TAZ Traffic Analysis Zones TBM Tunnel Boring Machine TDM Travel Demand Modelling TDR Transferable Development Rights TDS Total Dissolved Solids TLFD Trip Length Frequency Distribution ToR Terms of Reference TPHQ Traffic Police Head Quarters TRANSFORM TRANsportation Study FOr the Region of Mumbai TSS Total Suspended Solids UDD Urban Development Department ULB Urban Local Body UMMTA Unified Mumbai Metropoltan Transport Authority USEPA United States Environmental Protection Agency UTF Urban Transport Fund UTP Urban Trasnport Planning VMS Variable Message Sign VRS Voluntary Retirement Schemes VT Victoria Terminus (now called as CST) WBSL Worli Bandra Sea Link WEH Western Express Highway WFPR Work Force Participation Ratio WFSL Western Freeway Sea Link WR Western Railway WTO World Trade Organization Figures viii 1. INTRODUCTION 1.1 Background The Mumbai Metropolitan Region (MMR) is one of the fastest growing metropolises in India. With a population of 24.4million (Census, 2011), it is ranked as the sixth largest metropolitan region in the world. Greater Mumbai is in effect the mother city and represents a significant engine of growth for the whole region. Greater Mumbai with a population of 12.44 million (about 51% of the MMR’s population) is India’s most populous city. Economic growth and spatial developments are Greater Mumbai is, however, severely constrained quite often governed by the quality and quantity of by its geography and occupies a small land area of transport infrastructure provided. While inadequate 458.28 sqkm (10.5% of MMR area of 4,355 sqkm). transport facilities create problems of congestion, With a limited supply of land it has one of the delays and hazards causing significant socio- highest population densities amongst the large economic costs to the society, an over-supply, apart metropolises in the world. Although, over time, from being uneconomical, often acts counter to the other areas in MMR viz. Thane, Navi Mumbai and long term spatial development strategies of Mira Bhayander have also experienced major settlements and regions. Supplying and maintaining economic growth. About 700,000 people enter an optimal level of infrastructure is the key to Greater Mumbai from the surrounding areas in the planned development. Under this overall guiding morning peak period for work and other purposes. principle, MCGM aims to prepare an investment The Mumbai Region still is the epitome of program for augmenting and upgrading transport Maharashtra and India. It has and continues to be infrastructure in Greater Mumbai area in line with the focal point of hope, aspirations and CTS proposed transport infrastructure facilities as opportunities for a wide range of urban migrants well as more focussed approach on traffic and seeking to improve their well-being and economic transportation systems management measures that advancement. It tends to imbibe in it several would be evolved through Comprehensive Mobility dimensions together, apart from being the vibrant Plan (CMP). Hence, MCGM conceived a study on financial capital of India. MMR has been seen as “Preparation of Comprehensive Mobility Plan for the land of opportunities for many people in India. Greater Mumbai area. From an overall planning, economic and transportation perspective, all the urbanized areas The present study has been evolved by formulating of the Region are functioning as a single entity with strategies and traffic & transport plans with a long people travelling between municipal jurisdictions term (2034 year) perspective and then developing for work, education, shopping and personal needs. medium, and short term (2024 and 2019) traffic & transport plans and investment programs within the Traffic congestion, transportation issues in Greater context of the long term strategy and ongoing Mumbai are very complex as the population and investments being planned in Greater Mumbai. employment densities are very high in many areas of Greater Mumbai, limited land for development Multiple demands for the limited financial resources and providing adequate transport infrastructure, at the disposal of all the Urban Local Bodies (ULBs) linear city and narrow street networks, informal have restrained them from undertaking major hawking activity near the suburban railway development programs. This over-riding constraint stations, etc. to development has not only made the ULBs adopt reactive incremental planning process, it has also restricted their capacity to handle larger projects and has relegated strategic planning into the background. In the absence of a short term (5 year) 1-1 Executive Summary Comprehensive Mobility Plan (CMP) for Greater Mumbai or medium term (10 year) urban transport the need of promoting safe pedestrian movement, infrastructure development plan, there is no ready bicycle movement and public transport, integration list of projects. of land use and transport planning. There is a need for preparing a Comprehensive Mobility Plan for Traffic congestion, transportation issues in Greater Greater Mumbai area addressing the above said Mumbai are very complex as the population and aspects based on travel demand modelling and employment densities are very high in many areas forecasting for the horizon period up to 2034. of Greater Mumbai, limited land for development and providing adequate transport infrastructure, 1.2 Goals of the Study linear city and narrow street networks, informal hawking activity near the suburban railway stations The objectives set for “Comprehensive Mobility Plan and major activity centres, etc. These issues are for Greater Mumbai” are as follows: briefly presented as follows. a) Development of transportation network and a) Socio economic: Immigration and mobility comprehensive mobility plan for all modes between closely located municipal including pedestrians, cyclists and IPT to corporations and councils; achieve convenient and cost effective b) Demographic transition: Compound Annual accessibility to places of employment and Growth Rate (CAGR) of population of MMR is education; and about 1.61% and Greater Mumbai is 0.38%; c) Growth in private vehicle ownership; b) Optimal utilisation of funds and human d) Pedestrian movement: Inadequate facilities; resources. e) Road user behavior: Private vehicle users, IPT drivers/ operators, Bus drivers, etc.; 1.3 Objectives/ Scope of Work f) Road accident characteristics: Casual approach of road users in observing driving rules, The objectives/ scope of work for the study to adhering to safety precautions and regulations; achieve the said goals is as follows: g) Parking problems: High private vehicle growth, inadequate on-street and off-street parking a) Study of existing and proposed landuse pattern and facilities; transport network pattern; h) Encroachments: Shops, informal hawking b) Identify travel pattern of residents of the local planning activity, etc.; area of Municipal Corporation of Greater Mumbai i) Intersections: High traffic and pedestrian traffic (MCGM); volumes, improper geometrics, uncontrolled, c) Develop land use transport model to evolve a long-term sub optimal traffic signal design and strategy for urban structure and road network pattern; coordination; d) Select, develop and operationalise an Urban Transport j) Intermodal Integration: Suburban/ Metro/ Planning (UTP) model using state of the art modelling Monorail station areas; and techniques and software package, appropriate to the k) Traffic management measures: Traffic signal conditions and planning needs of the study area; optimization, traffic simulation, signalization of e) Assess the relevance of the existing strategy, identify intersections, Area Traffic Control system, one- the consequences of pursuing alternative transportation strategies and recommend/ update a way schemes, turn restrictions, locations of U- short term, medium term and long term comprehensive turns, etc.). transportation strategy for the study area upto 2034 Considering the above issues it is appropriate to based on cost benefit analysis of alternatives; prepare a Comprehensive Mobility Plan that f) Strategies for transport policy and parking policy as an reflects the land use and its changes as well as the integrated part of urban planning; g) Identify for all modes a phased program of appropriate buoyant changes in population and economy, and affordable investments and policy proposals and resulting in changing travel patterns in Greater also integration of various modes of mass transit as well Mumbai. MCGM intend to prepare a as public transport with Intermediate Public Transport Comprehensive Mobility Plan for the period 2014- (IPT); 2034 in line with National Urban Transport Policy, h) Assess the existing infrastructure requirements and 2006 (NUTP), which focuses on the mobility of forecast short term and long term requirements; i) Recommend institutional mechanism for inter-agency people and not vehicles. NUTP, 2006 censes, upon co-ordination; 1-2 Executive Summary Comprehensive Mobility Plan (CMP) for Greater Mumbai j) Help strengthen transport planning skills and transfer all data, planning model/ tools and knowledge obtained through the study to agencies such as MCGM, MMRDA, BEST, Railway, Metro, Monorail, Traffic Police, etc.; and k) Operationalise LUP Model, Transport Model and Transport Circulation model as decision tools for use by city planners, traffic police and public transport company. The study examined the important factors that greatly influence travel in the city, and the changing economic and social conditions, challenges and opportunities that will need to be satisfied and captured. The final recommendations of the study will be useful guiding the MCGM, Traffic Police, BEST, MMRDA and other organisations in planning of traffic and transport infrastructure in Greater Mumbai. The Comprehensive Mobility Plan for Greater Mumbai is divided in five major components namely:  Primary and Secondary travel demand surveys;  Travel demand estimation for horizon period upto 2034;  Preparation of Long (2034), Medium (2024) and Short Term (2019) Transportation Strategies/ Plans;  Plan Financing Options and Institutional Arrangements; and  Training and knowledge transfer to the concerned departments. This Executive Summary document is intended to provide an insight and overview of the “CMP for Greater Mumbai” study proposed traffic & transport infrastructure for Greater Mumbai for the period upto 2034, assessment of investment needs, brief on Economic Analysis, funding sources, proposed institutional changes and way forward. 1-3 2. TRAVEL CHARACTERISTICS – ISSUES & PROBLEMS from 0.79 million to 2.27 million which is about 2.89 2.1 Historical Trends times (about 7.87% CAGR). Private vehicles/ 1000 Population of Greater Mumbai grew at decadal persons in Greater Mumbai shown in Figure 2-2. growth rates of around 18% during 1901-41. The increase in private vehicles ownership during However, during the following four decades, in the the period 2001 to 2015 in Greater Mumbai is from post- independence era, population grew at 66 to 178. CTS for MMR study estimated private decadal growth rates of over 35%. It is from 1991 vehicles ownership in Greater Mumbai for the year that the growth rate has significantly reduced and 2011 as 112/ 1000 population, whereas the during 2001-11 has sharply reduced to 3.87%. observed is 131/ 1000 population. This is alarming. Decadal population growth of Greater Mumbai The possible reasons could be convenience of the observed during 1901 to 2011 is shown in Figure 2- private vehicles for travel, easy auto finance. The 1. It may also be noted that the population in the other possible reasons could be overcrowding levels towns surrounding Greater Mumbai in MMR has of suburban and bus modes and project continued to grow at higher rate since 1991. Since implementation delays of public transport modes 1901, the population of Greater Mumbai has i.e. suburban, metro and monorail. grown from just 9.27 lakh to 12.44 million in 2011, an increase of over 13 times. Greater Mumbai is most populous city in India (World’s 5th largest city) and its share in Maharashtra state’s population is about 11.1% or about 1% of India’s population. Figure 2-2: Private vehicle Population of Greater Mumbai, Veh./1000 persons Figure 2-1: Decadal Population Growth of Greater The total no. of IPT modes (Auto and Taxi) have Mumbai (1901 to 2011) increased from 0.16 million to 0.19 million which is Workforce participation rate of Greater Mumbai about 1.18 times (about 1.2% CAGR). was hovering 36% to 40% during 1961 to 2011. In Greater Mumbai, Brihanmumbai Electric Supply WFPR as per census 2011 is 40.34%. Workforce and Transport Undertaking (BEST) is the largest rate of males in Greater Mumbai has been higher public bus transport service provider with a fleet than that for urban India for all years. The male strength of 4,336 and operating on 507 routes participation rate fell from 61.73% in 1961 to (2012-13 as on 31st March). BEST operates services 57.66% in 1971 and has since then been consistent. within Greater Mumbai, and to major destinations The female worker participation has been rising outside Greater Mumbai. Ferry services between steadily, but at 16.38% in 2011, is still considerably Manori and Malad are also run by the organisation. lower than the male participation rate. The large One-way passenger trips originated daily of BEST gap between worker participation rate between buses observed during the last 20 years is more or male and female is expected to reduce in future. less stagnant (hovering in between 40 to 45 Motor vehicle statistics on road for the period 2001 lakhs/day). As per 2012-13 data there are a total of to 2015 indicates that, the total no. of vehicles 3,799 buses are on road per day and one-way have increased from 1.03 millions to 2.55 million passenger trips originated daily is about 38.6 lakhs which is about 2.47 times (about 6.68% CAGR). (314 lakh Passenger-km/day). During last two years During the same period, the total no. of private (2013-14 and 2014-15), the bus ridership has vehicles i.e. two wheelers and cars have increased further gone down (Dec., 2013: 36.12 lakhs/day; Dec., 2014: 35.15 lakhs/day; Dec., 2015: 29.4 2-1 Executive Summary Comprehensive Mobility Plan (CMP) for Greater Mumbai lakhs/day; Feb., 2014: 36.34 lakhs/day and Feb., journeys, and origin destination patterns. 2015: 33.1 lakhs/day). HIS analysis indicates that, the phenomenon of MMR suburban railway is a mass transit system multi-modal trips (utilising more than one mode for carrying more than 7.81 million passenger trips a single trip) is high in the study area. It is observed daily (Central Railway: 4.06 million and Western that it is particularly true for trips which involve Railway 3.75 million as per 2011-12 statistics) and train as primary or main mode, and to a lesser it is considered as the lifeline of MMR. As per 2012- extent, bus as the primary or main mode. The term 13, numbers of passenger trips carried are 7.34 access mode is used for the modes which act as a million per day (Central Railway: 3.50 million and connector to the main or primary mode of travel. Western Railway 3.84 million). These figures For classifying a trip by particular mode in multi- indicate a reduction of about 6% in suburban modal trip, a rule based criteria has been used i.e. ridership. choosing one particular mode and consider it as main mode. For example, if a multimodal trip is On-street parking is one of the major problems walk/auto/taxi/bus/car/two-wheeler-suburban- causing traffic congestion in Greater Mumbai. walk/auto/taxi/bus/car/two-wheeler then the trip is Generally, on-street parking facilities on major classified as trip by train. Similarly, if a multimodal corridors and service roads are planned when the trip is walk/auto/taxi/car/two-wheeler-metro- traffic flows are low and the parking manoeuvres walk/auto/taxi/bus/car/two-wheeler then the trip is are not interfering with the main traffic movement. classified as trip by metro. The trips by car, two- Under high traffic flows conditions, the on-street wheeler observed were mostly by single mode. The traffic hinder with traffic movement causing traffic salient findings based on main mode trips are as congestion. Improper and insufficient provision of follows: parking also leads to irregular/ spill over on-street parking and interferes with traffic flow. Moreover, a) Majority in Greater Mumbai (about 46%) walk for various purposes and the rest use other modes -train, on-street parking leads to accidents and pollution bus, metro or auto rickshaws. A marginal (10.9%), use (Air & Noise). Hence, in the context of increase in other type of private mode of transport; traffic flows on major corridors and increasing b) Local trains are the major mode of transportation demand for parking, optimal utilization of road amongst mechanized modes in the Greater Mumbai with 43% of people use; space for parking or traffic flow need to be c) Over 26% use bus as their main mode of transportation assessed. Further, there is a need for addressing and an appreciable number of journeys are made by the issue of parking demand through demand Metro, rickshaws, cars and two wheelers as well; and management measures (parking regulation, d) Mode share by number of trips is presented in Figure 2-3. It is important to mention that, while calculating parking charges, parking policy, etc.) as well as the share of public transport (train, bus and metro), supply management measures (creation of off- only main mode trips by train and bus were considered. street parking facilities). 2.2 HIS Analysis The sample size of Home Interview Survey (HIS) carried out in Greater Mumbai is about 6,000 covering the Greater Mumbai area and rest of MMR with a sample size of 5,000 and 1,000. respectively. In all, a database of about 19,558 trips performed for various purposes and by various Figure 2-3: Mode Share without Walk modes is gathered and provided inputs for The estimated internal travel for the morning peak analyzing several travel characteristics and period is about 4.25 million trips. Approximate no. understanding travel behaviour in Greater of motorized trips made/day is 1.4 million. On an Mumbai. They include trip rates, mode choices, average, a commuter in Greater Mumbai spends trip purposes, and lengths, trips by occupation and about 11% of individual income per month on income, expenditure on transport, time of day 2-2 Executive Summary Comprehensive Mobility Plan (CMP) for Greater Mumbai transport. When average expenditure is plotted travel from the study area to outside the study area against total personal income, it can be inferred (internal to external), from outside to inside of the that expenditure rises with rising income. Figure study area (external to internal) and outside of the 2-4 establishes important trends in expenditure on study area to outside (external to external) play transport by commuters of Greater Mumbai. crucial role, especially traffic flows on corridors connecting the study area with rest of the study area (Western Express Highway,LBS marg, Eastern Express Highway, Mulund – Airoli Bridge, Sion Panvel Highway, Gorai – Uttan Road ). The directional split at all locations is balanced 50% traffic in each direction. Traffic flow observed at outer cordon locations is shown in Figure 2-6. Figure 2-4: Expenditure on Travel (Rs per month): Variation by Income Reported household income by income range considering all types of housing types is shown in Figure 2-5. The potential changes in income levels over the next 25 years could have a major impact on the amount of urban travel. One of the major influences on urban travel is the practice of people changing jobs but not homes, even if this involves increased travel. The experience of developed economies is that this phenomenon in itself is creating a 30% increase in travel even with no overall increase in employment. India is now experiencing high volatility in the job market with companies aggressively competing for qualified staff and retaining employees is becoming a major business issue and is driving inflation pressures. Figure 2-6: Traffic Flow at Outer Cordon The observed experience of large cities as they (In PCUs and Vehicles/day) expand the average person trip lengths get longer which further generates increased travel on the transportation networks. Figure 2-5: Reported Average Household income by Income Range 2.3 External Travel External demand i.e. passenger and goods vehicle 2-3 Executive Summary Comprehensive Mobility Plan (CMP) for Greater Mumbai Analysis of traffic counts on the outer periphery approximately 9.1% of the traffic is by passable (cordon) show that, a total 5,65,000 vehicles traffic. (6,12,000 PCUs) enter or leave Greater Mumbai every day. The major traffic handling corridors in PCUs are Western Express Highway and Sion - Panvel Highway with 28% each, followed by Eastern Express Highway (20%), Mulund – Airoli Bridge (13.5%), Lal Bahadur Shastri Road (11%) and Gorai Uttan Road (0.5%). Figure 2-7: Location wise Share of Total Daily Traffic at Outer Cordon The average traffic composition observed at outer Figure 2-9: Travel Pattern of Passenger Vehicles – Outer Cordon Locations cordon locations is shown in Figure 2-8. Traffic composition of private vehicles i.e. Travel pattern of goods vehicles is shown in Figure cars/jeeps/vans, two wheelers is 41.0% and 29.1% 2-10. Out of the 62,854 goods vehicles observed at the outer cordon locations, approximately 6.4% of the respectively and the total is 70%. Traffic traffic is by passable traffic. composition of IPT modes i.e. Autos and Taxi is 9.7% and 3.7% respectively and the total is 13%. Traffic composition of Buses and Goods vehicles is 4.4% and 11.5% respectively. Traffic composition of Non Motorised Traffic (NMT) is very small with 0.7%. Figure 2-8: Average Traffic Composition at Outer Cordon Figure 2-10: Travel Pattern of Goods Vehicles – Outer Travel pattern of passenger vehicles is shown in Cordon Locations Figure 2-9. Out of the 4,85,873 passenger vehicles A comparison of traffic volume across OC locations observed at the outer cordon locations, 2-4 Executive Summary Comprehensive Mobility Plan (CMP) for Greater Mumbai observed during TranSfoRM study done during Churchgate. However there are few services 2005-08 and CMP study indicates that, the CAGR is between intermediate stations. 6.5% considering vehicles (5.5% considering PCUs). The Central Railway operates 1613 public sub-urban Taxi and LCV have registered highest growth rates service in which 805 are up (towards South) and 808 i.e. 11.1% & 9.1% respectively. Cars and two are down (towards North) per weekday over 208km wheelers have exhibited growth rates of 8.4% and route between Mumbai CST on south, Kotputari on 6.5% respectively. north-east, Khopoli on south-east, Panvel via 2.4 Sub-Urban Railways Mankhurd, Andheri on WR and between Thane and Vashi via Ghansoli. The majority of CR sub-urban The history of transit in Mumbai and history of services run between Mumbai CST and Panvel (12%) railways in India are tied together. Just thirteen on Harbour line followed by Mumbai CST and years after the first train of India was flagged off Andheri (10%) on Harbour line. As many as 1203 from CST to Thane 153 years ago, the first sub-urban train services start or terminate their suburban operation started between Virar and journeys at Mumbai CST on both the lines. Back bay in 1867 (near Churchgate of today). For these deeply historical reasons, unlike any other MMR suburban railway system carried more than city of India, Mumbai Region has greatly benefited 7.81 million passenger trips daily (Central Railway: by having a very mature and efficient rail based 4.06 million and Western Railway 3.75 million as per transit system developed, operated and 2011-12 statistics) and it is considered as the lifeline maintained by Indian Railways for more than 140 of MMR. As per 2012-13, numbers of passenger years. While Indian Railways is now mainly a trips carried are 7.34 million per day (Central national intercity passenger and freight operator of Railway: 3.50 million and Western Railway 3.84 India, it has continued to operate and maintain the million). These figures indicate a reduction of about Mumbai Transit System, a non-core activity. 6% in suburban ridership. Reduction in ridership on Central Railway might be due to the diversion to Mumbai region is served by two of India’s zonal private vehicles (Easter Freeway and Sion Panvel railways, the Western Railway (WR) and the Expressway widening). Central Railway (CR). The Western line runs northwards from Churchgate terminus station in 2.5 Travel by Bus Island City which is exclusive to serve sub-urban After, sub-urban rail mode, travel by Bus is passenger parallel to the west coast. The Central predominant in Greater Mumbai. Daily travel by Bus Railway runs from CST, Mumbai (Chhatrapati as a main mode in the base year (2015) is about 3.1 Shivaji Terminus) station situated very close to million, which is 21.9% of total travel (Without walk Churchgate in Island City and serves large part of trips). It is pertinent to mention here that bus mode central to the east of Mumbai. Central Railway also is acting as a major feeder service to the sub-urban has a harbour line which now basically serves Navi train. Mumbai. It also helps passengers originating at CST to go to west coast. Within the Mumbai region In Greater Mumbai, Brihanmumbai Electric Supply both railways carry a combination of sub-urban, and Transport Undertaking (BEST) is the largest long distance and freight traffic. public bus transport service provider with a fleet strength of 4,336 and operating on 507 routes The Western Railway operates 1191 public sub- (2012-13 as on 31st March). BEST operates services urban service in which 592 are up (towards South) within Greater Mumbai, and to major destinations and 599 are down (towards North) per weekday outside Greater Mumbai. Ferry services between over 60 km route between Churchgate and Virar. Manori and Malad are also run by the organisation. The majority of WR sub-urban services run One-way passenger trips originated daily of BEST between Churchgate and Borivali (38%) followed buses observed during the last 20 years is more or by Churchgate – Virar (16%) and Churchgate – less stagnant (hovering in between 40 to 45 Andheri (12%). As many as 922 sub-urban train lakhs/day). As per 2012-13 data there are a total of services start or terminate their journeys at 2-5 Executive Summary Comprehensive Mobility Plan (CMP) for Greater Mumbai 3,799 buses are on road per day and one-way access/ egress mode and competing with road passenger trips originated daily is about 38.6 lakhs based public transport system, especially on short (314 lakh Passenger-km/day). Average trip length trip lengths. Trip characteristics by these modes is of bus passenger is about 8 km. entirely different compared to the trips made by other motorised modes, as these modes offer high During last two years (2013-14 and 2014-15), the flexibility, services from almost door to door, fare, bus ridership has further gone down (Dec., 2013: etc. 36.12 lakhs/day; Dec., 2014: 35.15 lakhs/day; Dec., Based on IPT studies, it is found that, on an average, 2015: 29.4 lakhs/day; Feb., 2014: 36.34 lakhs/day taxis perform 10 trips a day with an average trip and Feb., 2015: 33.1 lakhs/day). AC buses used to length of 5.1 km. The proportion of taxis owned and carry about 76,000 passenger trips in 2007-09 and hired by operators/drivers is 40%:60%. Autos the numbers have dropped to 22,000 in 2012-13 perform 16 trips day with an average trip length of and further dropped to 8,000 in 2015. The possible 2.9 km. The proportion of autos owned and hired by reasons for decline in bus ridership is mainly due to operators/drivers is 61%:39%.IPT vehicle relatively high travel times due to traffic registration data in terms of vehicles on road as on congestion, public using the IPT modes on share 31st March of every year for the period 2001 to basis, etc. CTS for MMR study projected that the 2015 for Greater Mumbai is presented in Table importance of bus transport would face major 2-1. threat due to growth of personnel vehicles (car and two wheelers) and increase of rail based transport Table 2-1: IPT Vehicles (Auto and Taxi) on Road as on st such as metro and monorail. If all the proposed 31 March of each year: Greater Mumbai metro projects are implemented in MMR, the bus IPT Vehicles (Numbers) Year transport share would decline further. However, Auto Taxi IPT the advantage that bus public transport offers is 2001 101,914 62,447 164,361 2002 101,829 63,679 165,508 that it entails lesser operational cost and offers 2003 98,527 54,809 153,336 more flexibility. 2004 102,224 56,459 158,683 2005 104,104 58,049 162,153 2.6 Travel by Para Transit Modes 2006 104,899 57,383 162,282 2007 104,862 55,486 160,348 Intermediate Public Transport (IPT) modes i.e. Taxi 2008 104,725 57,865 162,590 2009 104,716 56,958 161,674 and Auto in metropolitan cities plays an important 2010 107,853 60,279 168,132 role in meeting unstructured travel demands of 2011 108,715 50,914 159,629 users. It performs as feeder service to the main 2012 109,495 54,148 163,643 mass transport system (Both rail and road based) 2013 111,591 57,095 168,686 2014 109,170 57,798 166,968 and provides accessible movement in predefined 2015 128,120 66,130 194,250 areas. The services provided by the IPT are intermittent in nature and this has complete It can be inferred that, growth of IPT numbers is almost stagnant in Greater Mumbai during 2001 flexibility in destination which is determined by the to 2014 (1.62 lakhs), due to growth of personal passengers. vehicles. However, there is increase in Auto Intermediate Public Transport (IPT) modes i.e. Taxi and Taxis in 2015 (1.94 lakhs). The share of and Auto in Greater Mumbai plays an important Autos is increasing due to positive growth trend role in meeting unstructured travel demands of of autos and negative growth trend of taxis. It is users. It performs as feeder service to the main assessed that while the share of IPT modal split mass transport system (Both rail and road based) is expected to reduce due to availability of and provides accessible movement in predefined metro and monorail services and increase of areas. personalised vehicles, the actual number of trips by IPT is expected to increase in the future The services provided by the IPT are intermittent in in Greater Mumbai. nature and this has complete flexibility in destination which is determined by the passengers. In Greater Mumbai, IPT is acting as competent 2-6 Executive Summary Comprehensive Mobility Plan (CMP) for Greater Mumbai 2.7 Travel by Private Vehicles railway stations; discontinuous footpaths with changing levels at every property entrance and Daily travel by private vehicle modes, Two intersections. Moreover, the pedestrian footpaths Wheelers and cars in the base year (2014) is about and facilities are not equipped to serve universal 2.1 million and 1.6 million respectively, which is accessibility for differently abled people. 14.8% and 11.6% of total travel (Without walk Undesirable and unsafe pedestrian walk trips). environments force commuters to switch to other Private vehicle registration data in terms of mechanised modes. Longer North-South rail trips vehicles on road as on 31st March of every year for and distances greater than 1 km between places of the period 2001 to 2015 for Greater Mumbai is work/ residential areas and stations (especially in presented in Table 2-2. It can be inferred that, Two the northern parts of the Western Suburbs, for wheelers have grown at 8.88% CAGR, Cars have example, at Malad, Kandivali) discourage walking as grown at 6.38% CAGR and Private Vehicles growth a mode of travel. The lakh of adequate pedestrian is 7.87% CAGR. footpaths, inadequate traffic management solutions around transit nodes and lakh of pedestrian cross Table 2-2: Growth of Motor Vehicles in Greater st over facilities at strategic locations increases Mumbai (On Road as on 31 March, every year) pedestrian and vehicular traffic conflict. Private Vehicles (Numbers) Year Private Two Wheelers Car Vehicles 2.9 Average Journey Speeds 2001 440,517 344,870 785,387 2002 475,352 353,417 828,769 Average Journey Speed is one of the important 2003 527,108 366,805 893,913 2004 584,180 384,258 968,438 Measure of Effectives (MoEs) generally considered 2005 647,892 409,120 1,057,012 for assessing the quality of traffic flow or magnitude 2006 714,209 436,213 1,150,422 2007 792,512 464,139 1,256,651 of traffic congestion. The purpose of the journey 2008 859,075 492,975 1,352,050 speed survey was to identify the bottlenecks, major 2009 909,993 512,857 1,422,850 2010 967,479 542,362 1,509,841 reasons for delay, etc. Delays are often used to 2011 1,044,829 590,361 1,635,190 measure the performance of traffic flow at 2012 1,139,363 648,009 1,787,372 2013 1,235,282 705,552 1,940,834 intersections. In general travel time studies involve 2014 1,329,461 757,226 2,086,687 2015 1,448,759 819,828 2,268,587 significant lengths of a facility or group of facilities Source: RTO forming a corridor. It is often conducted on the arterial or major roadway, along which there are 2.8 Pedestrian Movement several intersections (signalized or stop/yield signs). In Greater Mumbai, 51% of the total trips made are Travel time plays key role in city’s life and it by walk. 72.5% trips for education purpose are also indicates the level of service of roadway network by walking. Workers of economically weaker performance. From mobility point of view travel sections, especially women and children, who time reflects degree of convenience from one point often do not afford motorised modes of transport, to the other point. constitute a significant proportion of pedestrians. The primary purpose of this Travel Speed Study was In addition most of the public transport journeys to calibrate and validate the transportation planning (60%) necessarily start and end as walk trips. The model. Travel time runs were conducted using the walk trips are also considerable short in length: GPS instruments and floating car technique. more than 80% of walk trips to work places or Roadways included major local roads, sub-arterial schools are less than 15 minutes. Presently, several roads, arterials, expressways and freeways. There conditions discourage pedestrian movement. were a total of 3 runs in each direction (Morning These include several permanent and semi- and Evening peak periods). Intersection delay for permanent structures located along edges of the through vehicles was recorded at signalized right of way of streets; haphazard parking of intersections. vehicles in the absence of footpath; lakh of designated hawking area especially around the Approximate length of road considered for Journey Speed survey is 550 km. The average speed 2-7 Executive Summary Comprehensive Mobility Plan (CMP) for Greater Mumbai observed in the Western Suburbs is higher than headquarters at Chatrapati Shivaji Terminus Island City and lower than the Eastern Suburbs. The (formerly Victoria Terminus) covers a large part of road network with average journey speeds less the state of Maharashtra as well as parts of north- than 20 kmph is not only due to congestion but east Karnataka and southern Madhya Pradesh. also due to road conditions. The observed speeds A number of intercity trains originate from Greater on some of the major corridors in the study area Mumbai, these include regular (trains that run on all indicate that, overall, the speeds are decreasing days/ weekdays) and staggered trains (trains that with time and most probable reason is the run on alternate days or few days in a week). The increasing trend of traffic levels. Western Railway operates 72 intercity trains and a) Average journey speed is 20 Kmph during morning the Central Railway operates 152 trains in Greater (UP) and evening (DOWN) peak periods, whereas in off Mumbai. The intercity rail passenger terminals in peak period the average journey speed is 27 Kmph; Greater Mumbai under the jurisdiction of western b) Average delay is 55 sec/km during morning (UP) and Railway are Mumbai Central, Dadar, Bandra, 46 sec/km in the evening (DOWN) peak periods Andheri and Borivali stations are significant as halt whereas in off peak period the average journey speed stations. On Central Railway, terminal stations are is 30 sec/km; and c) About 57% and 67% of the road network is having Chhatrapati Shivaji Terminus, Lokmanya Tilak journey speed of less than or equal to 20 Kmph during Terminus and Dadar. morning (UP) and evening (DOWN) peak period respectively. 2.11 Intercity Bus Terminals Major regional bus terminals in Greater Mumbai are 2.10 Intercity Rail Terminals

Comprehensive Mobility Plan for Greater Mumbai (2016) PDF

Document Details

Tags

Related

Summary

Full Transcript

Upgrade to continue