Hyderabad Metropolitan Development Authority Comprehensive Transportation Study ((CTS) for Hyderabad Metropolitan Area (HMA) 27th November, 2013

Transcription

1 Hyderabad Metropolitan Development Authority Comprehe ensive Transportation Study (CTS) for Hyderabad Metropolitann Area (HMA) Executive Summaryy for Public Consultation 27 th November, 2013 LEA Associates South Asia Pvt. Ltd., Neww Delhi, India in Joint Venture with LEA International Ltd., Canada

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3 Contents E EXCUTI... E 1 E.1 E.2 INTRODUCTION... E 1 STUDY DOMAIN AND APPROACH... E 2 E.2.1 Objectives... E 2 E.2.2 Key Activities and Scope of Work... E 2 E.3 E.4 E.5 E.6 E.7 E.8 E.9 E.10 STUDY PROGRESS... E 2 PROCESS EVOLVED FOR IMPLEMENTING CTS... E 3 POPULATION AND EMPLOYMENT SCENARIOS... E 4 TRAVEL DEMAND ASSESSMENT ANDD NETWORK ANALYSIS... E 6 TODS, TOGCS, URBAN NODES AND URBAN CENTRES... E 17 FORMATION OF SHORT AND MEDIUM TRASPORTATION STRATEGIES... E 19 PROPOSED NETWORK FOR F INTERMEDIATE YEAR 2031 AND E 20 TRANSPORT TERMINALS... E 20 E.10.1 Inter City Bus Terminals... E 20 E.10.2 Inter City Rail Terminals... E 22 E.10.3 Truck Terminals... E 23 E.11 TRAFFIC ENGINEERING AND MANAGEMENT MEASURES... E 24 E.11.1 Intersection Improvementss E 25 E.11.2 Local Impact Analysis... E 32 E.11.3 Corridor Improvements... E 32 E.11.4 Local Area Traffic Management... E 33 E.11.5 Flyovers, ROBs/ Rubs and Bridges across Musi River... E 33 E.11.6 Proposed Cycle Tracks... E 40 E.12 SUMMARY... E 42 i

4 List of Tables Table E 1: Study Progress... E-2 Table E 2: Primary Surveys Conducted Duringg CTS Study for HMA... E-4 Table E 3: Forecast of Motorised Person Tripss (in millions) byy Purpose: Daily... E-6 Table E 4: Forecast of Motorised Person Tripss (in millions) byy Mode: Daily E-7 Table E 5: External Travel Demand: Daily (Vehicle Trips)... E-8 Table E 6: Commuter Rail Connectivity between HMA and Nearest District Headquarters... E-8 Table E 7: Metro Corridors Proposed for the Horizon Year 2041 (N4 network)... E-15 Table E 8: MMTS Expansions Proposed for thee Horizon Year 2041 (N4 network)... E-15 Table E 9: List of Potential BRTS Corridors Proposed for the Horizon Year 2041 (N4 network)... E-16 Table E 10: List of Major Highway Corridors Proposed for thee Horizon Year E-16 Table E 11: List of Transit Oriented Development (TOD) Centres/ Nodes... E-17 Table E 12: List of Transit Oriented Growth Centres (TOGCs) E-17 Table E 13: List of Urban Nodes... E-17 Table E 14: List of Urban Centres... E-17 Table E 15: Proposed Metros, BRTS and MMTS for Short, Medium and Long terms for 2021, 2031 and E-20 Table E 16: Assessment of Inter State and Inter city Bus Terminals for HMA... E-21 Table E 17: Assessment of Inter State and Inter city Bus Terminals for HMA... E-21 Table E 18: Proposed Road based and Rail based goods terminals... E-23 Table E 19: Proposed Traffic Engineering Measures (for the period upto 2031)... E-25 Table E 20: Corridors for Improvement Short term and Medium Term Proposals... E-32 Table E 21: List of areas to implement Area Traffic Management... E-33 Table E 22: Proposed Grade separators at Intersections... E-34 Table E 23: Proposed Grade separators at Railway crossings in Phase I (upto 2021)... E-34 Table E 24: Proposed Grade separators at Railway crossings in Phase II ( )... E-34 Table E 25: List of Proposed Cycle Tracks... E-40 List of Figures Figure E 1: Overall Process Followed in CTS... E-3 Figure E 2: Population Growth of Hyderabad Metropolitan Area (in million)... E-5 Figure E 3: Growth of Employment in Hyderabad Metropolitan Area 2011 to E-5 Figure E 4: Travel Demand Forecast Process for the Horizon Year E-9 Figure E 5: Proposed Horizon Year Highway Transport Network (2041)... E-10 Figure E 6: Proposed Horizon Year Transit Network (2041)... E-11 Figure E 7: Proposed Horizon Year Transit Network (2041) MMTS Phase III ( ) and Phase IV( )... E-12 Figure E 8: Proposed Horizon Year Highway & Transit Network (2041)... E-13 Figure E 9: Commuter Rail Connectivity between HMA and Nearest Districtt Headquarters... E-14 Figure E 10: TODs, TOGCs, Urban Nodes and Urban Centres Proposed in HMA... E-18 Figure E 11: Indicates location of Inter State and a Inter city Bus Terminals... E-22 Figure E 12: Proposed Intercity Rail Terminalss in HMA... E-23 Figure E 13: Proposed Goods Terminal Locations... E-24 Figure E 14: Intersections that require immediate attention in MCH area... E-27 Figure E 15: Intersections that require immediate attention within ORR... E-28 Figure E 16: Intersections that require immediate attention beyond ORR... E-29 Figure E 17: Intersections that require immediate attention within GHMC E-30 Figure E 18: Intersections that require immediate attention Outside GHMC... E-31 Figure E 19: Traffic Corridors Desiring Priorityy for Improvement... E-35 Figure E 20: List of areas to implement Area Traffic T Management... E-36 Figure E 21: Proposed Flyover Locations... E-37 Figure E 22: Proposed ROB/RUB Locations... E-38 Figure E 23: Existing and Proposed (widening and new) Bridges across Musi river... E-39 Figure E 24: Proposed Cycle Tracks in GHMC E-41 ii

5 E EXCUTI E.1 INTRODUCTION HMA is one of the fastest growing metropolitan n regions in India. Withh a present population of 9.5 Million ( Census, 2011), it is ranked as the sixth largest metropolitan region in the country. The erstwhile MCH (core area of HMA) is the mother city and represents r the primary engine of growth for the whole region (40% of the region s population and 37% of the employment t is located in MCH area) ). Although, over time, other areas in HMA viz. Serilingampalli (Hi tech city), Qutbullapur, Uppal, L. B.Nagar, Alwal, Kukatpally, Kapra, Gaddiannaram, Miyapur, Patanchervu, Kompally, Pocharam (east), Vanasthalipuram, Shamshabad and Gachibowli which are located between MCH and ORR have also experienced major economic growth and physical developmen nt. About 700,000 commuters enter MCH from thee surrounding municipalities in the morning peak period for work and other purposes. The Hyderabad region continues to be the focal point of hope, aspirations and opportunities for a wide range off urban dwellers seeking to improve their well being and economic advancemen t. From an overall planning, economic and transportation perspective, p all the urbanized areas in the Region are functioning as a single entity with people travelling across municipal jurisdictions for work, education, shopping and personal needs. Maintaining and enhancing the vitality of this metropolis and achieving sustainable s growth is pivotal towards realising the larger developmental objectives andd quality of life goals of the state. The metropolis, like many other major cities of the world, has been experiencing significant deficiencies inn the social and physical infrastructural systems. While governments have been making concerted efforts to address these deficiencies, these efforts need to be intensified and fast tracked, in order to overcome the back log of needs and to enhance HMA s contribution towards t the state and national development objectives. Given the growth dynamics and dimensions of transportation problems, and moree importantly to plan and develop transportation systems on a sustainablee basis with an updated long term perspective, HMDA 1, with the approval of UMTA (Government of Andhraa Pradesh) and in consultation with and support from the stakeholder s s viz. Greater Hyderabadd Municipal Corporation (GHMC), Traffic Police, Hyderabad Metro Rail Ltd. ( HMRL), Andhra Pradesh State Road Transport Corporation (APSRTC), etc., have taken up the mandate of preparing a Comprehensive Transportation (CTS)) Plan.. Government of India, MoUD has agreed to extend advice and part funding to this major m study 2. Towards this major and important effort, HMDA has appointed LEA Groupp as the Consultants 3. 1 HMDA apart from addressing many issues and mandates related to transport sector within its jurisdiction and at times as advised byy GoAP, has further been contemplating to address the ever growing travel t demand inn Hyderabad Metropolitan Area. UMTA which wass set up by Government of Andhra Pradesh is more than concerned and seized with the t problems. HMDA on obtaining clearance fromm UMTA has sought participationn and support from the stakeholders viz. GHMC, Traffic Police, HMRL, APSRTC, etc., to take up the mandate of preparing a Comprehensive Transportation Study for Hyderabad Metropolitan Area (HMA), by informingg that Government of India, MoUD has agreed to extend advice and part funding to this major study. In this collective effort all the stake holders are keenly taking part with continuous advice and monitoring by the Technical Advisoryy Committee (TAC) that is being set up for this purpose. 2 HMDA had approached GoI for the advice and support on thiss major effort. With consent and approval of UMTA (and Government of Andhra Pradesh), HMDA sent proposal to and followed with MoUD, GoI for consideration and support. GoI has kindly agreed to support andd advise this effort. Financial assistance is being given by the GoI. 3 LEA Group Companies viz. LEA Associates South Asia A Private Limited (LASA) and LEA International Limited L (LEA), joint venture is selected to undertake this major study and prepare a Comprehensive Transportation Plan for HMA. E-1

6 E.2 STUDY DOMAIN AND APPROAC CH E.2.1 Objectives The major objectives of CTS study as enunciated in the ToR are as follows; ( a) Identify socio economic background of different groups and their travel pattern of residents in HMA; ( b) Select, develop and operationalise an a Urban Transport Planning model using state of the art modelling techniques and software package appropriate for the conditions and planning needs of HMA; ( c) Assess the relevance to the 1988 strategy, identify the consequences of pursuing alternative transportt strategies and recommend/ update a long term comprehensive transport strategy for HMAA upto 2041; ( d) Identify for all modes a phased program of appropriate and affordable investments and policy proposals up to 2041; ( e) Assess Transit Oriented Development issues and integration of Public Transport Systems in HMA; (f) Help strengthen transport planningg skills and transfer all data, planningg model/ tolls and knowledge obtained through the study to HMDA and GHMC; Action plan for improvement of Service Levell Bench Marks (SLBs) as per MoUD guidelines. E.2.2 Key Activities and Scope of Work Given the above objectives, the key componentsc of the study are identified as follows: ( a) Develop an Immediate Action Plan for addressing critical traffic issues of Hyderabad; ( b) Collection/ updating of household, landuse, and travel demandd data; ( c) Development and operation of an urban transport planning model; ( d) Formulation of transport strategy for HMA; ( e) Formulation of proposals for Transit Oriented Development and integration of all Public Transport Systems in HMA; (f) Identification of a phased program of transport investments and management proposals; ( g) Formulation of proposals for future expansion of HMR (MRTS) project (Phase II); ( h) Training and knowledgee transfer to HMDA and other agencies; ( i) Assisting HMDA in public consultation process; and (j) Propose the action plan for achieving the standardd service level bench marks. E.3 STUDY PROGRESS The study is aimed at development of short, medium and long term transport strategies for the HMA. The study is divided suitably into different phases (as shown in Study Progress Table E 1) in order to effectively address the various identified activities. Having developed, validated andd calibrated Urban Transport Planning ( UTP) model for the base year, activity 5 deals with the development long term transport strategy commensura ate with Long term land use scenario for HMA. This is one of the key activities wherein various policies related to land use and transport strategies for HMA are developed and evaluated. The scope of this activity is to develop various land use and transport scenario for the horizon year i.e and forecast the travel demand using UTP models and evaluate the appropriateness of land use and transportt alternatives, finally to achieve an optimum land use transport scenario for long term inn HMA. Sl. No. Activities 1. Project Inception 2. Development of Immediate Action Plan P (IAP) 3. Establish Baseline Data Field Surveyss 4. Development of Urban Transport Planning Model 5. Envisioning Scenarios and Developing the Long term Transport Strategy for HMA and Travel Demand Forecast 6. Preparee Short, Medium and Long term Investment Programme 7. Skill and Knowledge Transfer 8. Assistance to HMDA in Public Consultation Process Table E 1: Study Progress Schedule April, 2011 Completed April Nov., 2011 Completed April, 2011 to March, 2012 Completed March to September, 2012 Completed April to August, Completed August, 2012 to April, 2013 About two months Threee meetings Completed Status In progress Planned in November, 2013 E-2

7 E.4 PROCESS EVOLVED FOR IMPLEMENTING CTS Overall process followed in CTS study is presented in Figure E 1. The study s commenced in February, HMDA appointed an exclusive TAC to t review the progress, extend advice and provide comments at various stages during study. In total 15 TAC meetings are held so far during the t conduct of the study period and detailed technical reports were tabled from time to time and are critiqued. Data collected from field surveys and investigations is vital to any transportation study. As mentioned earlier, CTS study is conducted after a 25 years gap. Ass part of this study, thirty different traffic and transportation field surveys were undertaken (Table E 2). Figure E 1: Overall Process Followed inn CTS E-3

8 SI. No. Traffic Volume Count Survey OC 1 Locations Traffic Volume Count Surveys within 2 Study Area Traffic Volume Count Surveys within 3 Study Area Independent Mid blocks Traffic Volume Count Surveys within 4 Study Area Independent Mid blocks 5 TVC Mid Block Traffic Volume Count Surveys within 6 Study Area Mid blocks 7 Origin Destination Survey 8 9 Occupancy Survey 10 Bus Registration Plate Survey 11 On street Parking Survey 12 Off street Parking Survey 13 Road Network Inventory 14 Passenger Terminal Inventory Survey 15 Terminal Surveys (Bus, Rail and Air) 16 Speed and Delay 17 Speed Flow Surveys 18 Bus Transport: Boarding/ Alighting Survey 19 Bus Passenger User Survey MMTS: User Survey 22 IPT: Users Survey 23 IPT: Operators Survey 24 Goods Focal Point Entry exit Surveys 25 Goods Focal Point Parking Surveys 26 Turning Movement Intersectionn MMTS/ Sub urban: Boarding Alighting Survey Goods Focal Point Vehicle Operator Surveys 27 Establishment Survey 28 Work Place Survey Type of Survey 29 Floating Population Survey 30 Home Interview Survey Table E 2: Primary Surveys Conducted During CTSS Study for HMA Survey at Stage I (IAP) Quantities Remarks Executed E 20 Loc. 3 Loc. Surrounding MGBS 7 Loc. 42 loc. <4 hrs. 12 Hrs. 12 hrs. 2 Loc. 24 Hrs. at entry/ exit of MGBS Terminal Covering both sidess 10 km of on street parking 7 km stretches over 8 hrs. 6 areas/ a Loc. 4 areas/ Loc. 50 Km 4,916 km 1 MGBS All major road/rail/ air 2,754 Sampless 15 Km 4,916 km E.5 POPULATION AND EMPLOYMENT SCENARIOS The HMA has been experiencing rapid growth and several independent studies have concluded that this growth will continue over the next 30 years as illustrated in Figure E 2. The Long Termm Transportation Strategy and Short and Medium Term Investment Strategies are intended to translate and implement the t goals and objectives of the CTS by identifying a program of discrete, yet integrated, transport infrastructure improvements, on a prioritized basis, to address existing deficiencies and a to meett the challenges of urban E-4 Stage II (CTS for HMA) Quantities Remarks Executed Locations 225 bus trips 24 Hrs. Along screenn lines/ Inner Cordon 24 Hrs. 16 Hrs. 24 Hrs. Outer Cordon/ select locations along SLs and IC. 12 hrs. Along screenn lines/ Inner Cordon day time Covering both sides of on stretches street parking over 8 hrs. Approximate for profiling purpose Distributed across HMA 10 Different t category of flows on select routes 225 OVERALL Quantity 16 Loc. 65 Loc. 32 Loc. 20 Loc. 3 Loc. 7 Loc. 31 Loc. 57 Junctions 66 Loc. 02 Loc. 17 Kms 10 areas/ Loc. 4,916 km 15 Locations 4,916 km 10 Locations 5,116 users 5,116 samples 16 MMTS train trips+4 sub On select routes 20 train trips urban 535 users 3,074 samples 510 samples Distributed across samples existing MMTS stations 3,074 samples 510 samples 11 Locations 10 Locations 8 Locations Distributed across HMA Distributed across HMA Distributed across HMA the 1 1 Locations the 1 0 Locations the 8 Locations 121 establishments Distributed Identified areas in Five 121 establishments 1,947 visitors Distributed in Five 1,947 visitors and employees Identified areas 3,000 samples Conducted in All major 3,000 samples terminals bus/rail/ air 32,000 Sampless Distributed across HMA the 3 2,000 Samples

9 development and economic growth. The LTS is evolve with a 30 year time frame up to The short and medium term investment strategies are moree focused on projects that shouldd be programmed to be implemented in the next 10 to 20 years that is by 2021 and Many of the transport projects will have long lead times in planning, securing approvals and acquiring corridor rights of way, prior to actual implementation. The early designation and protection of expanded or new transport t corridors is a critical step in a rapidly growing metropolitan region such as the HMA. The estimated population of HMA for the horizon year 2031 and 2021 is about 15 million and 12 million respectively. Figure E 2: Population Growth of Hyderabad Metropolitan Area (in million) The projection of employment at the HMA level was based on the prevalent workforce participation rates. The workforce participation of the study area in the base year is estimated to be around 38%.. It is further anticipated that the workforce participation will increase to 48% by the horizon h yearr i.e. 30 years from hence. Based on this, the total anticipated employment in the study area is expected to be in the range of about 9..3 million. Increase in WFPR and assessed employment for the horizon year period upto 2041 is presented in Figure E 3. The forecasted employment in HMA for the horizon year 2021 and is about 5..0 million and 6.9 million respectively. Figure E 3: Growth of Employment in Hyderabad Metropolitan Area 2011 to 2041 E-5

10 E.6 TRAVEL DEMAND ASSESSMENT AND NETWORK ANALYSISA S The analysis of the travel demand in the Long, medium and short terms involved the development and application of the four stage transportation planning model with appropriatee inputs (Figure E 4). A comprehensi ive suite of travel demand models was developed based onn extensive primary field surveys and secondary surveys. Thesee models have been employed for the horizon year y (2041) travel demand estimation process. The travel demand modelling process as adoptedd for Long Term T Strategy (LTS) formed basis for estimation of travel demand and assessment of traffic flows for thee various intermediate years in the preparation of the medium (2031) and short term (2021) investment plans. The forecasting models which have been developed are for the thirteen trip purposes 4 (i.e. HWF, HWI, HWA, HWO, HBE, HBO, NHB, RWF, RWI, RWA, RWO, RHE and RHO). They include, trip generation models, distribution models, mode split models using utility equations, capacity constrainedd road assignment models with custom calibrated volume delay functions and turn penalty functions, multi modal equilibrium travel assignment. The travel demand estimated for the morning peak period (8:00( to 12:00 AM) has been used for loading the network as it was observed that, the morning peak is generally more intensified and critical compared with other peak periods, particularly for public transport. Travel demand modelling process followed for the intermediate years 2021 and 2031 is similar to the horizon year Eighteen alternative scenarios have been considered and evaluated for assessment of transport network requirement for the horizon year 2041 and further four shortlistedd scenarios have been analysed for assessment of transport network requirement for the horizon years and For each of the t scenarios, population and employment distributions were estimated for each of the t 695 traffic zones to estimate the travel demand forecastss by trip purpose and mode. These forecasts were w aggregated for vehicles (private vehicles, IPT modes and goods vehicles) on a PCU (Passenger Car Unit) basis and for public transport on a person trip basis. The internal travel demand i.e. internal internal component of f total demand has been estimated from the travel demand models. The external HMA travel demand i.e. internal external, external internal and through external external components of total demand has been estimated based on the external demand modelling. Purpose wise travel demand for the base year and intermediate years for the proposed scenario is presented in Table E 3. Purpose HWF HWI HWA HWO HBE HBO NHB RWF RWI RWA RWO RHE RHO Total Table E 3: Forecast of Motorised Person Trips (in millions) by Purpose: Daily HWF: Home based Work Office, HWI: Home based Work Industry, HWA: Home based Work Agriculture, HWO: Home based Work Others, HBE: Home Based Education, HBO: Home Based Others, NHB: Non Home Based, RWF: Return from Work Office, RWI: Return from Work Industry, RWA: Return from Work Agriculture, RWO: Return from Work Others, RHE: Return from education and RHO: Return from Others. E-6

11 The major inputs for mode split models are, estimates of zone wise average percentage of households with vehicle availability in the intermediate years (2031 and 2021), time skims, distance skims and cost c skims for zone to zone travel. Vehicle availability model for the study area has h been separately calibrated. The estimated purpose wise travel demand for the base year and intermediate years forr the proposed scenario is presented in Table E 4. Year Travel Demand Mode Split Year Although the mode split for each growth scenario is more or less similar, the travell patterns in terms origin Highway system would be different. By 2031 it is estimated that the modal split for morning peak period will w be 17.7% % by Bus, 1.4% by MMTS, 41.2% by Metro (Public Transport 60.3%), 27.2% % by Two Wheeler, 3.7% % by Car (Private vehicles 30.9%) and 6.1% by Auto Rickshaw and 2.1% by Taxi (IPT 8.8% %) for planned Scenario. By 2021, the modal split for morning peak period will be 17.9% by Bus, 1.4% by MMTS, 42.0% by Metro (Public Transport 61.2%), 26.8% by Two Wheeler, 3.4% by Car (Private vehicles 30.2%) and 6.1% by Auto Rickshaw and 2.4% by Taxi (IPT( 8.5%) for planned scenario with retarded growth of vehicle ownership supported by good network of public transport system. The internal and external goods vehicle travel for the base year and thee horizon year has been presented in separate reports. After reviewing the growth of population, employmentt and external goods vehicle travel by 2041 as compared to , a conservative growth factor of 2.37 has been assumed for internal goods vehicle travel by Similarly, the growth factors assumed for intermediate year y 2031 and 2021 are 1.79 and 1.35 respectively. The external travel demand for the morning peak period has been estimated separately for goods vehicles ( LCV and trucks), buses and personalised vehicles (cars, two wheelers and others). The existing (2011) and estimated total external travel demand for intermediate years (2031 andd 2021) for goods vehicles, buses and personalized vehicles are presented in Table E 5.. The annual growth rates used in the forecasting were based systems. The estimated annual growth rates applied to the 2011 base data of external travel are as follows MMTS % 2.5% 2.6% 2.6% 5.6% pa goods vehicles, 4.5% pa buses and Table E 4: Forecast of Motorised Person Trips (in millions) by Mode: Daily Bus % 26.6% 24.2% 21.7% PT 45.7% 55.5% 57.9% 59.2% Metro % 26.5% 31.1% 34.8% Car % 2.5% 3.2% 3.9% PV 42.5% 30.7% 29.3% 29.2% on historical trends and assessments of economic growth in the catchment areass of the connecting road 2W % 28.2% 26.1% 25.3% Auto Taxi % % 8.4% % 7.7% % 6.8% % IPT 3.6% 5.3% 5.2% 4.8% 100.0% 100.0% 100.0% 100.0% Total 11.8% 13.8% 12.9% 11.6% 100.0% 100.0% 100.0% 100.0% destination pairs being distinctly different for each mode, the assigned flows on MMTS, Metro, Bus and Total 5 Which is 2.07 times growth in population, 2.47 times growth in employment and 5.11 times growthh in external goods travel. E-7

12 5.3% pa personalized vehicles (cars, two wheelerss and others). Table E 5: External Travel Demand: Daily (Vehicle Trips) Mode Goods Buses PV ,003 11,125 1,,01, ,857 18,184 1,89, ,50,064 28, 361 3,17, ,45,391 41,265 4,74,330 The travel assignment technique adopted in this project is based on a capacity constraints for the road network and unconstrained capacity for the public transport systems. Onn the other hand there are limitations on expanding road and highway capacities except by implementing measures such as grade separated intersectionss or in effect double decking segments of the road network. Recognizing the potential scale of population and employment growth and in the absence of complimentary land use planning techniques adopted in the CTS are considered appropriate. The modelling techniques can be further refined to undertake individual project corridor assessments using windowing or area isolation processes. The resilient highway transport network, transitt network, MMTS network which has been extended beyond HMA to provide connectivity from/ /to the growing towns and combined highway & transit network are proposed for the horizon year 2041 is presented in Figure E 5, Figure E 6, Figure E 7 and Figure E 8 respectively. In addition to planning transport network withinn the HMA, faster connectivity between HMA and the nearest district headquarters by commuterr rail has been studiedd and the proposed p commuter rail corridors is presented in Table E 6 and shown in Figure E 9. Sl. No A 7 7A Table E 6: Commuter Raill Connectivityy between HMA and Nearest District Headquarters Origin at ORR in HMA to Nearest District Headquarters (Distance in km by Commuter Rail and by Road) HMA to Nizamabad: 137 km / 149 km HMA to Mahaboobnagar: 83 km / 79 km HMA to Nalgonda: 89 km / 77 km HMA to Warangal: 121 km / 120 kmm HMA to Khammam: 227 km / 169 km HMA to Karimnagar: : 215 km / 190 km HMA to Sangareddy: 20 km HMA to Medak: 86 km k HMA to Sangareddy Medakto Vikarabad: 525 km / 55 km 87 kmm HMA HMA to Adilabad: 388 km / 278 kmm HMA to Vijayawada: 319 km / 248 km HMA to Kurnool: 2177 km / 188 km E-8

13 E SUMMARY Figure E 4: Travel Demand Forecast Process for the Horizon Year 2041 E-9

14 E SUMMARY Figure E 5: Proposed Horizon Year Highway Transport Network (2041) E-10

15 E SUMMARY Figure E 6: Proposed Horizon Year Transit Network (2041) E-11

16 E SUMMARY Figure E 7: Proposed Horizon Year Transit Network ( 2041) MMTS Phase III ( ) and Phase IV( ) E-12

17 E SUMMARY Figure E 8: Proposed Horizon Year Highway & Transit Network (2041) E-13

18 E SUMMARY Figure E 9: Commuter Rail Connectivity between HMA and Nearest District Headquarters E-14

19 The analysis reveals the following changes in travel characteristics in the HMA: a) Over a period of 30 years ( ), it is estimated that, the private vehiclee (two wheeler and car) modal share will decrease from 43.3% to 29.2%. This reflects the impact of the increased i Public Transport system especially metro rail system; b) The IPT trips (Auto Rickshaw and Taxi) are expected to decrease from 13.9% 1 to 11.6%. This again reflects the increased private vehicle ownership and walk to metro; c) The reduction in share of Private Vehicle mode trips, Intermediate Public Transport mode trips, bus and MMTS trips is expected due to diversion of tripss from these modes to metro mode. Connectivity andd pedestrian accessibility by the metro network is extensive with the metro stations being spaced at about one km intervals; and d) Public transport trips (MMTS, Metro and Bus) are expected to increase from 42.8% to 59.2% which is significantly high. It is largely due to accessibility of metro stations within one kilometre radius. r e) The proposed metro, MMTS and BRTS network for the horizon year 2041 iss about 360 kmm (inclusive of 72 km length of Metro Phase I corridors which are under construction), 428 km (including 46 km of MMTS Phase I and 101 km of MMTS Phase II corridors which are under construction) and 360 km BRTS. Addition of about 16,850 lane km to the existing/ ongoing construction of highway systemm which is about 12,400 lane km. The major highway system s consists of 1,085 km which are proposed as a partially/ fully access controlled. Thee list of metro, MMTS, BRTS and major highway corridors are presented in Table E 7, Table E 8, Table E 9 and Table E 10 is presented respectively; Table E 7: Metro Corridors Proposed for the Horizon Year 2041 (N4 network) Total Line No Line Description Patancheruvu Miyapur LB Nagarr Jubilee Faluknama Shamshabadd Shilparamam Nagole LB Nagar JNTU Shilparamamm Financial Dist. L B Nagar Pedda Amberpet L B Nagar Owaisi Hospital Sivarampalli Mehdipatnam Kukatpally Y Junctionn Balanagar Bowenpalli JBS Patancheruvu Sangareddy Bowenpalli Medchal MGBS Ramanthpurr Uppal Ghatkesar MGBS Umdanagar Lakdikapul Mehdipatnam Gachibowli Lingampally BHEL Kapraa BHEL Owaisi Hospital Begampet Pedda Amberpet Choutuppal C Length (km) Table E 8: MMTS Expansions Proposed for the Horizon Year 2041 (N4 network) Line No Line Description Length (km) Remarks Existing MMTS Corridors 46 New line from Umadnagar to airport and MT1 Falaknuma Umadanagar Airport 17.7 doubling of line from Falaknuma Umadnagar with electrification MT2 MT3 MT4 MT5 MT6 MT7 MT8 MT9 MT10 MT11 MT12 MT13 MT14 MT15 Telapur Patancheruvu Secunderabad Bolarum Sanatnagar Moula Ali Moula Ali Malkajgiri Sitaphalmandi Bolarum Medchal Moula Ali Ghatkesar Medchel Topran Ghatkesar Bhongir Umdanagar Shadnagar Telapur Ravulapalli Topran Ramayampet Bhongir Jangaon Shadnagar Jedcherla Ravulapalli Vikarabad Track restoration and electrification Electrification andd remodelling of stations Doubling and Electrification Dedicated twin tracks for MMTSS operation Dedicated twin tracks for MMTSS operation Dedicated twin tracks for MMTSS operation Dedicated twin tracks for MMTSS operation Dedicated twin tracks for MMTSS operation Dedicated twin tracks for MMTSS operation Dedicated twin tracks for MMTSS operation Dedicated twin tracks for MMTSS operation Dedicated twin tracks for MMTSS operation Dedicated twin tracks for MMTSS operation Dedicated twin tracks for MMTSS operation Phase MMTS Phase I MMTS Phase II, Stage I (works in progress) MMTS Phase II, Stage II (works in progress) Proposed under MMTS Phase III Proposed under MMTS Phase IV E-15

20 Line No Line Description Length (km) Remarks Phase Existing MMTS Corridors 46 MMTS Phase I MT16 Total Bibinagar Nalgonda Dedicated twin tracks for MMTSS operation Table E 9: List of Potential BRTS Corridors Proposed for the Horizon Year 2041 (N4 network) Line No. Line Description Length L (km) 1 Bharat Nagar Narsapur JBS Mulugu Tarnaka Keesara ORR Kapra Kokapet Biramal Guda Aghapalli Outer Ring Road* Kuramalguda Kothur Total Table E 10: List of Major Highway Corridors Proposed forr the Horizon Year 2041 Corridor H1 H2 H3 H4 H5 H6 H7 H8 H9 H10 H11 H12 H13 H14 H15 H16 H17 H18 H19 H20 H21 H22 H23 H24 H25 H26 H27 H28 H29 H30 H31 H32 H33 H34 H35 H36 H37 H38 H39 H40 H41 H43 H44 H45 Corridor Name Aramghar Madina Langar House Puranapool Lakdikapool Masab Tank Panjagutta Afzal Gunj Paradise Mozamzahi Market Rastrapathi Road Afzal gunj Chaderghat Tarnaka Barkatpura Chaderghat Uppal Chaderghat Chaderghat LB Nagar Nalgonda X Rds Owaisi Hospital Champapet Bairamal Guda Rd Afzalgunj Srirailam Hwy Inner Ring Road Aramghar Kishanghad Rethibowli Jn A.P.Police Academy Langar House Gandipet T Jn Manikonda Road NG RangaUniversity Road BHEL LangarHouseRoad Raidurgam Tellapurr Extension Financial District Road too Kokapet Panjagutta (Tellapur) Edulanagulapally Panjagutta Muttangi(NH 9) JNTU Roda Mistry College C Paradise Jn Godrej Y Junction Balanagar Saragudem Tadban Kandla Kooi (NH 7) Patny Junction Thummukunta Tarnaka Near to Cherial X Road Uppal Junction Annojiguda L.B.Nagar Tohas(NH 9,H V) Biramalguda Manneguda Chandrayangutta Srinagar Intermediate Ring Road Intermediate Ring Road Kothur Shadnagar ORR( (Muthangi) Pothireddypally ORR( (Medchal) Tupran ORR( (Ghatkesar) Raigiri ORR( (PeddaAmberpet) Choutuppal Regional Ring Road Shamirpet to Peddaa Amberpet Pedda Amberpet to Shamshabad Shamshabad to Gachibowli Length (km) E-16

21 H46 H47 Narsaigi to Patanchervu Patanchervu to Shamirpet Total ,085 E.7 TODS, TOGCS, URBAN NODES AND URBAN CENTRES CTS study has suggested 27 TODs (Transit Oriented Development) inside the ORR, 133 TOGCs (Transit Oriented Growth Centres) along ORR. The study also took into consideration 13 Urban Nodes, 46 Urban Centres and 33 Major industrial area (> >200 ha) proposed in the Metropolitan Development Plan The study also considered the ITIR proposals in HMA while evolving the transit and highway network for the horizon period upto The list of proposed TODs, TOGCs, Urban Nodes, and Urban Centres aree presented in Table E 11, Table E 12, Table E 13 and Table E 14 respectively and shown in Figure E 10. Sl. No. TOD Centre/ Node 1 LB Nagar 2 Uppal 3 Cavalry barracks/gk colony 4 BHEL 5 Owaisi Hospital 6 Shivarampalli 7 Miyapur 8 Falaknama 9 JBS/Secuderabad station. Sl. No. TOD Centre/ Node 1 Patancheru 2 Tellapur/Nagulapalli 3 Kokapet 4 Timmapur/Shamshabad 5 Tukkuguda 6 Adibatla 7 Bonguluru Sl. No. 1 Farooq Nagar 2 Shabad 3 Chevella 4 Sangareddy 5 Bibinagar 6 Bhuvanagiri 7 Choutuppal Sl. No. TOD Centre/ Node 1 Kottal 2 Dhobipet 3 Rachlur 4 Yacharam 5 Yeliminedu 6 Virlapalli 7 Polkampalli 8 Bommalaramaram 9 Gungal 10 Manchal 11 Mulugu 12 Mirkhanpet 13 Wargal 14 Maryala 15 Mughalgidda 16 Pantangi Table E 11: List of Transit Oriented Development (TOD) Centres/ Nodes Sl. S No. TOD Centre/ Node 10 Moosapet Y Junction 11 Bolaramm 12 Gachibowli 13 Vennalaguda/Nandamuri Ngr 14 Maul ali 15 Ameerpet/Begumpet 16 MGBS/ /Koti 17 Khanamet 18 Rethibowli Table E 12: : List of Transit Oriented Growth Centres (TOGCs) TOD Centre/ Node Sl. No Table E 13: List of Urban Nodes Sl. No Table E 14: List of Urban Centres Sl. No. TOD Centre/ Node 17 Khanapur 18 Lemur 19 Manyaguda 20 Dayallatanda 21 Subhanpur 22 Tumlurr 23 Turkapalli 24 Dharmavaram 25 Ismailkhanpet 26 Shivampet 27 Nintur 28 Nelapatla 29 Chintalcheruvu 30 Donti 31 Chinnaravullapalli 32 Cheekatimamidi Pedda Amberpet Ghatkesar Keesara Shameerpet Medchal Gudlapochampalli Ibrahimpatnam Daudguda Jeedipally Tupran Malkapur Gundelaguda Sl. No. TOD Centre/ Node 19 Hayathnagar 20 Jeedimetla 21 JNTU 22 Lakdikapul 23 Lungerguda 24 Medchal 25 Nadergul 26 Nagaram 27 Pocharam TOD Centre/ Node TOD Centre/ Node Sl. No. TOD Centre/ Node 33 Markuk 34 Daulatabad 35 Tallapalli 36 Narsapur 37 Dandumailaram 38 Kandukur 39 Chinnakondur 40 Chegur 41 Tangedupalli 42 Kandawada 43 Gummadidala 44 Pochampalli 45 Alur 46 Malkapur E-17

22 E SUMMARY Figure E 10: TODs, TOGCs, Urban Nodes and Urban Centres Proposed in HMA E-18

23 E.8 FORMATION OF SHORT AND MEDIUM TRASPORTATION STRATEGIES The medium and short term transportation planss more or less need similar kind of transportationn strategies as that of long term transportation strategies. Thee design years considered for short term and medium term transportation strategy for HMA is 2021 andd 2031 respectively. The focus of f short & medium term transportation strategy is mainly on the t following: a) Enhancing the capacity of the publicc transport system by providing alternative high capacity public transport systems (Metro, BRTS and MMTS extensions) ); b) Enhancing all mode connectivity between the major strategic/ commercial centres; c c) All mode improvements and new links l to support and promote the development in greenfield areas and major terminal locations, proposed Inter State bus terminals, proposed Inter City rail r terminals,, etc.; d) Develop multi modal transport systems and alternate routes to enhance the corridor capacity and redistribute the flows to provide more number of route choices too meet travel needs and to overcome existing bottlenecks; and e) To provide appropriate budgets to address the growing needs for trafficc and right of way management through traffic engineering and enforcementt measures. Development of new transport corridors and terminals and traffic engineering andd management measures under short and medium term transportation strategy are addressed by considering c the following measures: Developmen t of New Transport Corridors and Terminals a) Development of new MMTS, metro and suburban rail corridors, BRTS in accordance with recommended 2021 and 2031 plans; b) Providing access controlled highways and multi modal of bus system improvements includingg depots, workshops, fleet augmentation, etc.; corridors to improve network for mobility across a the sub regions; c) Maintain high priority for implementation d) Widening of roads to meet traffic requirements; e) Strengthening of roads and removal of right of way safe and unrestricted public footpaths; f) Improve overall network continuity by removing bottlenecks or constructingg a missing links in the system; g) NMT facility improvement plans; and h) Providing new bus, rail and truck terminals for intercity transport. Traffic Engineering and Management Measures: : encroachments to fully utilize thee traffic carrying capacity of regionally significant roads and provide a) Intersection improvements and traffic signal installations including modern corridor c traffic control systems; b) Optimisation of traffic signals (i.e. coordinationn of traffic signals), installation of traffic actuated signals, s etc. to improve traffic system capacity, quality and safety; c) Grade separation of major intersections where at grade improvements would be inadequate; d) At grade and grade separated pedestrian facilities particularly in the vicinity of rail/ /MMTS/metro stations and transport terminals; e) Provision of protected raised footpath facilities onn either side existing majorr road corridors; f) Full grade separated railway crossings for vehicular traffic (ROBs/ RUBs); g) Grade separated crossings for pedestrian trafficc (FOBs/ Subways) to minimize pedestrian trespassing across rail corridors or at high intensity pedestrian corridors and major roads; h) Demand management measures (parking controls) to secure maximum social value from network use; i) Parking policy for HMA; and j) Improving the enforcement efficiency and incident management capability. The transport infrastructure assessment and traffic engineering/ management measures for the t short and medium term have been evolved based on the above considered strategies and thee details are presented in the following sections. E-19

24 E.9 PROPOSED NETWORK FOR INTERMEDIATE YEARR 2031 ANDD 2021 Application of intermediate year travel demand modelling process for the intermediate year 2031 and further to 2021 has been carried out for all the t four growth scenarios. Proposedd Metros, BRTS for Shortt and Medium terms for 2031, 2021 given below in Table E 15. Metro (km) Year Existing/ Ongoing Addition 72 Cumulative 154 Upto Table E 15: Proposed Metros, BRTS and MMTS for Short, Medium and Long terms for 2021, 2031 and E.10 TRANSPORT TERMINALS HMA is not only a huge metropolitan area, but also plays a pivotal role inn the economy of Andhra Pradesh and India. Many of its residents have come from other parts of the state and other parts of India and these characteristic cs together create a large demandd for travel, both domestic and international. This travel is reflected from the large passenger volumes thatt pass through the rail, bus b and airport terminals. It is noticed to be inter city passengers travelling by Bus, Raill and Air are 71%, 25% and a 4% respectively. Orderly planning for the expansion and location of Inter city Bus terminals, Inter city Raill Terminals and Truck Terminals is an analysis of primary and secondary data relevantt to external travel by road, rail andd new transport terminals have been proposed separately for passengers and goods. E.10.1 Inter City Bus Terminals Based on the traffic volume of buses captured at the outer cordon surveyy locations for the base year 2011 and forecast of bus traffic volume for the horizon period upto 2041, inter cityy bus passengers are estimated. Using the above UDPFI guidelines, the number of Inter city bus terminals required for HMAA have been assessed and the details are presented in Table E 16. BRTS (km) Addition Cumulative terminals can handle upto 2.5 lakh passengers/day (MGBS: upto 1.55 lakh passengers/day and JBS and Dilsuknagar: 0.5 lakh passengers/day each). The number of additional inter city bus terminals for the horizon year 2021, 2031 and 2041 is 9, 16 and 26 respectively These corridors are transitional and metro would replace About 40 km length BRTS corridors are transitional and metro would replace and the balance 39 km would continue as BRTS 360 MMTS M (km) Addition Cumulative Total T (km) Addition Cumulative 118 important aspect of planning the transport t systems for the metropolitan region. Based on the detailed There is one ISBT (MGBS) and two inter city bus terminals (JBS andd Dilsuknagar) in HMA. The existing ,148 E-20

25 Year Table E 16: Assessment of Inter State and Inter city Bus Terminals for HMA All Buses Bus Total (Including Non Passengers Passengers APSRTC Buses) in Lakhs 11,125 4,11, ,371 5,31, ,184 6,72, ,709 8,40, ,361 10,49, ,205 12,65, ,265 15,26, No of Intercity Terminal Needed (1 for every 0.5 Lakh) Existing Intercity Bus Terminals 1 ISBT (MGBS), and 2 Intercity Bus Terminals (JBS and Dilsuknagar) in HMA which can handle 2.55 lakh bus passengers/day whichh are equivalentt to 5 intercity bus terminals (Others are way side bus stops) No of additional Intercity Terminal Needed APSRTC proposed above 20 terminals for intra city operations only, where as consultants are suggesting that these can be operated as both inter city and intra city terminals for horizon years. In addition to this, six more terminals are required. Bus traffic and passengers travelled in/out i to HMA has been observed from Outer Cordon Survey. It has been projected to the horizon years at each entry/exitt point of HMA. Based onn this demand and keeping in mind of land use growth scenarios, the proposed inter city bus terminals has been prioritizedd by year and listed in the Table E 17. However, it is recommended that, thee implementation authorities need too identify the locations as per the requirement i.e. additional inter city buss terminals of 9 by 2021 and a further 16 by 2031 and further 26 by 2041 based on further detailed studies. Figure E 11 shows proposed locations for Inter city cum c intra city bus terminals. S. No Table E 17: Assessment of Inter State and Inter city Bus Terminals for HMA Proposed Inter city Bus terminals Uppal Vanasthalipuram Shamshabad ECIL X Road Miyapur On Medchal Kompally Road Chevella Cheryal Ibrahimpatnamm Rampalli Kuntlur Srisailam Highway Dundigal Gowdavelli Korremula Nadergul Chilukur Aylapur Shamirpet Munaganur Kollur Kardanur Sulthanpur Bowrampet By Year E-21

26 Figure E 11: Indicates location of Inter State and Inter city Bus Terminals E.10.2 Inter City Rail Terminals Available rail network in HMA, is used for both intercity and intra city MMTS M and Suburban train operations. With the increase in the intra city rail patronagee it is required to providee additional ROW or dedicated tracks for the intra city passenger movement. This necessitates a conceptual reuse of the existing route network by shifting the intercity terminal facilities to fringes of the city and by augmenting the intra city services like MMTS and Suburban rail on existing rail network. In line with this SCR have proposed 4 new passenger terminals for intercity operations by They are Moulali (in 2021), Edulnagulapalle (in 2021), Manoharaba d (in 2031) and Shamshabad Railway Station in The proposed inter city rail terminals are shown in Figure E 12. These proposed directional terminals will cater to the needs off intercity passengers and existing terminals can be used for the intra city operations. The intercity passengers can use the MMTS and suburban systems for internal travel within HMA.. E-22

27 Figure E 12: Proposed Intercity Rail Terminals in HMA E.10.3 Truck Terminals As of base year (2011) approximately 730 acres of dedicatedd truck terminal area is required and this needs to be upgraded to 1,284 acres by 2021, 2,235 acerss by 2031 and 3,661acerss by Suggested goods terminals are listed below in Table E 18 and shown in Figure E 13. Table E 18: Proposed Road based and Rail based goods g terminals Goods Terminals Road Based near Batasingaram village v on NH 99 (By 2021) near Shadnagar on NH 44 (By 2021) near Kandi on NH 65 (By 2031) near Medchal on NH 44 (By 2031) near Bhuvanagiri onn NH 163 (By 2041) near Mangalpally village on Sagar Road (By 2041) Rail Based near Ravualapally (between Nagulapally Vikarabad) (By 2021) near Thimmapur (Byy 2021) near Bhongir (between Bibi nagar and Bhongir) (By 2021) E-23

28 Figure E 13: Proposed Goods Terminal Locations E.11 TRAFFIC ENGINEERING AND MANAGEMENT MEASURES The main focus of the short and medium term transportationn strategies is to identify y the major transportation corridor movements, improvements/ expansions thereon equired including identification of new corridors that are considered necessary to meet travel demands for the horizonn period upto 2021 (Short term) and (Medium term). In all the projects identified to meet these timee lines, theree is a need to increase the efficiency of the system in terms of engineering, operations, management and safety. In this context there is a need for enhancing the implementation of trafficc engineering and demand management measures. These are characterized as Traffic Engineering / Management Measures. Based B on the review of numerous background studies, reports and recommendations and supplemented with w further data compiled in the CTS an initial schedule of traffic engineering measures or initiatives are compiled and the associated costs are included in the cost estimates. Some of these traffic engineering initiatives are subject to a range of pre feasibility rationalization studies, whereas some others are identified in the t municipal City Development Plans ( CDP) or overview studies. It is not intended in the strategic CTS to conduct these improvement rationalizatior on studies. But it is considered appropriate and prudent to provide in the overall o implementation costs/budgetc ts for such traffic engineering measures. The budget provisions for road improvement measures in the CTS covers the higher order road system i.e. freeways, expressways and arterial roads. r Prior to constructing new road links there should be a continued concerted program of encroachment removal within the existing right of way along the arterial roads. Encroachmen nts not only spill over onto the paved areas of the road, the side frictions created by activities further impede the efficient use of the remaining carriageway. Pedestrians are forced to walk along with E-24

29 moving traffic, on street parking, buses stop in through traffic lanes and as a result a six lane roadway has the effective capacity of a two lane roadway. Assuming road encroachment removals precede the of improvement measures, the trafficc engineering measures are to be implemented on a rationalized and prioritized basis taking into account costs and benefits, lead time for any encroachment removal or property acquisitions, environmente tal clearances and utility relocations. A rolling 5 year program is to be prepared, funding commitments secured and implementation responsibiliti es established. It is stressed that staff or consultants qualified in trafficc engineering and control are required to manage this program. Pedestrians have been largely ignored or given minimal consideration in the design of much of the urban road system. When the built environment assigns loww priority to pedestrians, it can be a compulsion for vehicles and pedestrians to share the same carriageways affecting safety and efficiency. Modifications to the built environment can reduce the risk and severityy of vehicle pedestriann crashes. Engineering modifications generally can be classified into 3 broad categories: separation of pedestrians from vehicles by time or space, measures that increasee the visibility of pedestrians, and reductions in vehiclee speeds. Separation of pedestrians and vehicular paths should minimise the exposure of pedestrians to potential hazards both on the roadside and when they are crossing streets. In many pedestrian crashes the driver reportedly could not see the pedestrian before the accident; therefore measures are needed to increase thee visibility off pedestrians. Higher vehicle speeds are strongly associated with a greater likelihood of serious crashes involving pedestrian fatalities as well as more serious injuries. For assessment of the traffic engineering measures, the equired information is being compiled form the following sources. a) Outputs from EMME i. e. traffic flows on the links/ corridors, traffic flows at a the major intersections of the highway network; b) Pedestrian count data, parking survey data, road inventory data, speed delay studies, etc. carried outt as part of the study also have been utilized; and c) The traffic improvement proposals proposed in City Development Plans (CDPs) preparedd by municipal corporations have been examined. Using the analysis of the above data and IRC guidelines, Urban Local Bodies B (ULB)) wise traffic engineering measures for the horizon period upto 2031 are summarized in Table E 19. Components MCH Rest of GHMC Rest of HMA Total E.11.1 Intersection Improvements Table E 19: Proposed Traffic Engineering Measures (forr the period upto 2031) Intersection Imp. (No.) Flyovers/Interchanges Traffic Management Corridors (No.) (No.) ROBs/RUBs Traffic Management Areas (No.) (No.) The HMA extends over 7,200 sqkm and includes the city of Hyderabad coming under the jurisdiction of Greater Hyderabad Municipal Corporation, Cantonment Board, substantial portion of Rangareddy district and limited parts from the districts of Medak, Nalgonda and Mahaboobnagar. The HMA A has approximately 5,000 km of major roads carrying sizable amount of traffic on each of the links. Road Intersections in urban areas play a major role in determining the Road Network capacities. Majority of the intersections in HMA need improvements with respect to geometry, traffic signs, pavement marking, E-25

30 traffic signals, etc. Theree are more than t 650 intersections in the network that needs attention in terms of design and operation for safe and efficient movement of the traffic. About 250 intersections in MCH areas, 220 intersections in between MCH and ORR and 175 beyond ORR have been identified forr intersection improvement proposals. The proposed locations of intersection improvements within MCH, between MCH and ORR and beyond ORR are presented in Figure E 14, Figure E 15 andd Figure E 166 respectively. Within the GHMC limits, the number of junctions proposedd for intersection improvements is about 360 and in rest of HMA is about 285. The proposed locations of intersection improvements within GHMC limits and Rest of HMA are presented in Figure E 17 and Figure E 18 respectively. These are proposed for implementation upto Implementation of intersection improvements has been proposed in phases i.e. Phase I ( ) and Phase II ( ). The Phase I proposed intersection improvements are located on major corridors whereas the Phase II proposed locations are located on minor corridors. The number of intersections proposed for intersectionn improvements under Phase I and Phase II are 575 and 70 respectively. E-26

31 E SUMMARY Figure E 14: Intersections that require immediate attention in MCH area E-27

32 E SUMMARY Figure E 15: Intersections that require immediate attention within ORR E-28

33 E SUMMARY Figure E 16: Intersections that require immediate attention beyond ORR E-29

34 E SUMMARY Figure E 17: Intersectionss that require immediate attention within GHMC E-30

35 E SUMMARY Figure E 18: Intersections that require immediate attention Outside GHMC E-31

36 E.11.2 Local Impact Analysis With the growth of population and economy, new offices or commercial developments or residential complexes likely to emerge on existing traffic networks within the HMA. These new expansions generate new or additionall traffic in the form of new employees, new shoppers, or new residents. It is necessary to know whether the network surrounding the proposed facility will be able to take the additional traffic. To quantify these impacts on transportation system, additional trips generated are to be estimated. Their origin and destination need to be determined and their modes and routes are to t be established. Analyses of these implications are done as part of established studies known as Traffic Impact Assessments (TIA). The TIA first examines the existing conditions on the networkk surrounding the proposed development, and estimates the additional traffic generated. How this addition off new activity and the additional traffic will affect the existing condition is to be estimated. What improvementss or changes are needed on roadway/site is to be assessed. E.11.3 Corridor Improvements There are total 60 corridors identified for the short and medium term improvements to give better connectivity, linkages and free flow to existing and immediate future traffic movement by improving, redesigning congested locations, acquiring/pro oviding adequate RoW, improvingg street signs and road markings, adequate bus stops/ bus bays/ bus shelters, restriction on speed, regularise on street parking etc. The list is given in Table E 20 and shown in Figuree E 19. Table E 20: Corridors for Improvement Short term and Medium Termm Proposals Sl. No Corridors for Improvement Short term and Mediumm Term Proposals 1 Chinthal Basthi Road 2 Chintal Basthi Road to KCP Taj Krishna Road 3 AC Guards to Battery Line Road 4 Masab Tank Junction to Vijay Nagar Colony C Junction 5 Red Hills Road 6 Taj Icecream Juntion Vijay Market Nagar colony Jn SBH Colony Junction 7 Mehdipatnam Darussalam Goshamahal MJ 8 Goshamahal Begum Bazar Muslimjung Bridge 9 Muslimjung Bridge Puranapul Tapachabutra Toli Masjid Langarhouse 10 Attapur Bahadurpura 11 Moosapet Hi tech MMTS Station 12 Yousufguda Rahmatnagar Kalyannagar Motinagar 13 ESI Hospital AG Colony Motinagar Borbandar Allapur Ayyappa Society 14 Usha Mullapudi Hospital Gajularamaram Road HAL Colony Prashant Nagar HMT Junction 15 Pipeline Road (UMCC) 16 Suchitra Qutbullapur HMT Ali Lalapet Tarnaka 18 Wellington Road AOC Anandbagh ZTC NFC 19 Habsiguda NFC 20 Hindi Mahavidhyalaya RTC X Roads Indira Park Lower Tank Bund Road 21 Amberpet Moosarambagh 22 Nalgonda X Roads Dilsukhnagar LB Nagar 23 Nalgonda X Roads Saroornagar LB Nagar 24 Saidabad Santosh nagar Owaisi Hospital 25 Santoshnagar Champapet Bairamalguda 26 Midhani Ramachandra nagar Talabkatta Bibi Bazar Charminar 27 Lal Darwaza Kandikal Kummara Basthi 28 Tadban Phoolbagh Shamshergunj 29 Nanalnagar Laxminagar Gudimalkapur Yadav bhavann Karwan Road Tappachabutra 30 Tappachabutra Dattatreya Colony Asifnagar 31 Fatehnagar Balkampet Ameerpet 32 Narsapur X Roads Suraram Gandimaisamma 33 Kukatpally Y Jn Bowenpally Junction Junction 17 Cheryaal Nagaram ECIL ZTC Moula 34 Trimulgherry Bapujinagar Bowenpallyy Junction 35 Parade Grounds Tadbund Bapujinagar 36 Patny JBS Trimulgherry Alwal 37 Trimulgherry Officers Colony E-32

37 Sl. No Corridors for Improvement Short term and Mediumm Term Proposals 38 Nizampet X Roads Bachupally 39 Miyapur Kothaguda Gachibowli 40 BHEL Lingampally Depot 41 Liberty Basheerbagh LB Stadium Abids GPO MJ Market Afzalgunj 42 Kothapet Nagole 43 Srinagar Colony Road 44 Gaddiannaram Road 45 Kothapet Saroornagar Road 46 Road No:10, Banjara Hills 47 Road No:12, Banjara Hills 48 Road No:1, Banjara Hills 49 Sangeeth Golconda x roads RTC X roads Narayanaguda YMCA Kachiguda Jn Sultan Bazaar Putlibowli Afzalgunj 50 Abids GPO, Koti Andhra Bank Koti Womens College Chaderghat Bridge 51 Chaderghat Bridge 6 No Bus stop Jn 52 Chaderghat Bridge Rangamahal Putlibowli MJ Market 53 Rangamahal Afzalgunj 54 Chaderghat to Nalgonda x roads 55 Chaderghat Darulshifa Nayapul 56 Darulshifa Kotla Alijah Masjid Haribowli Jn 57 Kavadiguda Road 58 Film Nagar road to Old Raidurgam (Road No:78, Jubilee hills) 59 Road no:10 Jn to Cyber Towers Jn 60 Road no:45 from KBR park to Madhapur PS E.11.4 Local Area Traffic Management The main objectives of a Local Area Traffic Management Study are to address road safety issues,, traffic speed and volume issues, parking problemss and improve the residential environment. The process involves evolving appropriate circulation system for traffic both vehicles and pedestrians and extensivee community consultation leading to the development of a traffic management plan for the local areas. Local area traffic management referss to minimisee physical changes to a local streets and deployment of traffic control devices for primarily designedd to benefit residents and nearby users. Local area traffic management studies: Analyse existing traffic conditions in a local area Aims to improve safety and residential environs Considerss the impact of traffic on an area basis, and Involves the community in identifying issues, developing solutions and aims to achieve majority support. There are 12 areas identified to implement Areaa Traffic Management and are givenn in Table E 21 and Figure E 20 Sl. No Area Traffic Management Chintal Basthi/Anand Nagar Kavadiguda Ameerpet/Balkampet AS Rao Nagar Lingampally/Chandanagar Bowenpally Table E 21: List of areass to implement Area Traffic Management E.11.5 Flyovers, ROBs/ Rubs and Bridges acrosss Musi River As per the IRC guidelines, warrants for an interchange are: a) An interchange may be justified at the crossing of a major arterial road with another road of similarr category with heavy traffic; and b) An interchange may be justified when at grade intersection fails to handle the volume of traffic resulting in serious congestion and frequent choking of the intersection. The situation may arise when the total traffic of all the arms of the intersection is in excess of 10,000 PCUs per hour. Sl. No Area Traffic Management Jeedimetla Gaddiannaramm Boiguda/Padmaraonagar/Sitaphalmandi Himayatnagar/ /Baghlingampally/Kachiguda Amberpet Puranapul/Bahadurpura E-33

38 In Hyderabad, there are many junctions requiring immediate grade separation facilities. Consultants have identified 28 intersections for construction of grade separated facility andd the list is presented in Table E 22. Sl. No There are 111 railway level crossings identified for Phase I (Short term) and a 24 in Phase II (Medium term) for the construction of grade separated facility (ROB/RUB). The list of the level crossings in Phase I and Phase II are given below in Table E 23 and Table E 24 respectively. Sl. No Sl. No Junctions Uppal Nagole LB Nagar Bairamalguda Owaisi Hospital Santosh nagar Kummar Basthi Nanalnagar Tolichowki Old Raidurgam Quality Inn Jn Kothaguda Jn Allwyn 'x' Roads BHEL Jn Table E 23: Proposed Grade separators at Railway crossings in Phase I (upto 2021) Level Crossings Anandbagh Sainik Vihar Tukaram Gate 1 Tukaram Gate 2 Lalapet Safilguda Table E 24: Proposed Grade separators at Railway crossings in Phase II ( ) Level Crossings Ghatkesar Bibi Nagar Bhuvanagiri Bhuvanagiri 2 Shadnagar Timmapur Pedda Shapur Thondapalli Pilloniguda Shankarpalli 1 Shankarpalli 2 Manoharabad There are 5 locations identified where bridges onn Musi river are requiredd along with new road links. The list of the proposed bridges along Musi River is: 1. Ibrahimbagh 2. Ganeshpuri colony near Moosarambagh 3. Sathyanagar colony near Kothapet 4. Muthyalaguda near Thimmaiguda 5. Peddagudem Table E 22: Proposed Grade separators at Intersections Under short term period The proposed flyovers, RoBs/RuBs and bridges on o Musi riverr (widening and new) are shown in Figure E 21, Figure E 22 and Figure E 233 respectively. (upto 2021) only two t bridges have been proposed and the balance three are proposed for the Sl. No Sl. No Sl. No Junctions Miyapur RTC 'x'roads Balanagar & Fatehnagar Bowenpallyy Jn Tadbund Trimulgherry ECIL Jn Suchitra Habsiguda Mettugudaa Jubilee Hills Check post GVK Mall Banjara Hills Raod 1/12 Jn Banjara Hills Raod 1/10 Jn Junctions Vinayak nagar (Safilguda) Durga Nagar 1 Durga Nagar 2 Uppuguda Railway Colony near Alwal Level Crossings Palat Potharam Dabilpur Gowdavallii Medchal Gundla Pochampalli Basuragadii Village IOCL near Cherlapalli Bommaipalli Bolaram Nagireddypalli Nagulapallii Sanjay Gandhi Nagar E-34

39 E SUMMARY Figure E 19: Traffic Corridors Desiring Priority for Improvement E-35

40 E SUMMARY Figure E 20: List of areas to implement Area Traffic Management E-36

41 E SUMMARY Figure E 21: Proposed Flyover Locations E-37

42 E SUMMARY Figure E 22: Proposed ROB/RUB Locations E-38

43 E SUMMARY Figure E 23: Existing and Proposed (widening and new) Bridges across Musi river E-39

44 E.11.6 Proposed Cycle Tracks Cycle tracks are proposed in HMA region in some of the corridorss identified for Traffic Management depending up on the technical feasibility. Apartt from these, the consultants are proposing the cycle tracks leading to metro stationss to have access to the nearby colonies and market/growth centres. There are 31 cycle track corridors and 162 cycle tracks around metro stations identified for immediate implementation in phase I for short term. Table E 25 shows the cycle track corridors and Figure E 24 showss the map of cycle tracks proposed for implementation in short term. Table E 25: List of Proposed Cycle Tracks S.No Proposed Cycle Track Corridors 1 Chinthal Basthi Road 2 Masab Tank Junctionn to Vijay Nagar Colony Junction 3 Red Hills Road 4 Taj Icecream Juntion Vijay nagar colony Jn SBH Colony Junction 5 Mehdipatnam Darussalam Goshamahal MJ Market 6 Goshamahal Begum Bazar Muslimjung Bridge 7 Muslimjung Bridge Puranapul Tapachabutra Toli Masjid Langarhouse 8 Attapur Bahadurpura 9 Moosapet Hi tech MMTS Station 10 Motinagar Borbanda Allapur Ayyappa Society 11 ECIL ZTC Moula Ali Lalapet Tarnaka 12 Habsiguda NFC 13 Hindi Mahavidhyalaya RTC X Roads Indira Park Lower Tank Bund Road 14 Amberpet Moosarambagh 15 Nalgonda X Roads Dilsukhnagar LB Nagar 16 Nalgonda X Roads Saroornagar LB Nagar 17 Saidabad Santosh nagar Owaisi Hospital 18 Santoshnagar Champapet Bairamalguda 19 Fatehnagar Balkampet Ameerpet 20 Kukatpally Y Jn Bowenpally Junction 21 Parade Grounds Tadbund Bapujinagar 22 Patny JBS Trimulgherry Alwal 23 Nizampet X Roads Bachupally Nagole 24 Kothapet 25 Srinagar Colony Road 26 Gaddiannaram Road 27 Kothapet Saroornagar Road 28 Kavadiguda Road 29 Road No:45,Jubilee Hills from KBR Park P to Madhapur PS 30 Tarnaka Hindi Mahavidhyala via OU 31 Kothaguda to HITEC via Botanical Garden Road E-40

45 E SUMMARY Figuree E 24: Proposed Cycle Tracks in GHMC E-41